A Joint Venture 3003 South Service Road C4 PO Box 216008 DFW

Home , Sky Link (Russia)

Manhattan, Byrne, JRT, 3i – A Joint Venture 3003 South Service Road C4 P.O. Box 216008 DFW Airport, TX 75261 Aug 03, 2011

ADDENDUM NO. 1

Re: Terminal B CSP for Mechanical/Plumbing, Electrical, Fire Protection, and Low Voltage

THIS ADDENDUM IS AN INTEGRAL PART OF THE SOLICITATION AND MUST BE SIGNED AND RETURNED WITH BID FORMS.

Please be advised of the following change(s) or clarification(s) to the above referenced solicitation. Summary: 1) Instruction to Proposers attachment 1 key dates has been revised. 2) Instruction to Proposers attachment 1 18. Post Proposal discussions A.6 page 27 of 29 has been deleted. 3) Attachment 11B Mechanical _Plumbing Bid Form has been revised. 4) Attachment 12B Mechanical _Electrical Bid Form has been revised. 5) Attachment 14A Mechanical _Low Voltage Bid Form has been revised. 6) Attachments 11E, 12E, 13E, 14E Change Order Forms has a page 2 issued. 7) An RFI log as of 08_03_11 has been included. 8) Exhibit B2 Design Narrative is issued. ( an additional SSI Design Narrative is also issued for SSI document holders) Clarification is hereby made that the requirement for the Security bond is as noted in the Instructions to Bidders and not as noted in the Pre Bid Conference.

The Addendum in its entirety is available for pick up from MBJ3 at the above Address.

Note: A copy of this addendum shall be acknowledged by appropriate signature and attached to the submitted bid form.

______Company Name

______Signed

______Date

Terminal B CSP Addendum # 1

DFW Airport Terminal Renewal and Improvement Program – Terminal B Mechanical/Plumbing, Electrical, Fire Protection & Low Voltage Services

Instructions to Proposers Attachment 1 ______

DFWAirport Terminal Renewal and Improvement Program Request for Competitive Sealed Proposals (CSP) Terminal B Supplemental Agreement #05 Mechanical/Plumbing, Electrical, Fire Protection and Low Voltage

Key Dates

1. Issue CSP: ……………………………………………………… July 19, 2011 (1:00pm)

2. Mandatory Pre-Proposal conference: …………………………... July 26, 2011 (1:30pm)

3. Site Walk (Mechanical/ Plumbing & Fire Protection): ………… July 27, 2011 (12:30pm)

4. Site Walk (Electrical and Low Voltage): ………………………. July 28, 2011 (12:30pm)

5. Deadline for Written Questions: ………………………………… August 15, 2011 (5:00pm)

6. Issue Last Addendum: ………………………………………….. August 22, 2011

7. Deadline Initial Proposal submission: ………………………….. August 30, 2011 (2:00pm)

8. Deadline for Proposal Detailed Back-up: ...…………………….. September 02, 2011 (5:00pm)

9. Post-Proposal Review by MBJ3:…………………………………Aug 30 thru Sept 21

10. Post-Proposal Pricing Review Complete:……………………… Sept 21

11. Post-Proposal Interview (Fire Protection): ……………………… September 22, 2011 (time TBD)

12. Post-Proposal Interview (Low Voltage): ……………………….. September 26, 2011 (time TBD)

13. Post-Proposal Interview (Mechanical/Plumbing): ……………… September 28, 2011 (time TBD)

14. Post-Proposal Interview (Electrical): …………………………… September 30, 2011 (time TBD)

15. Proposal Evaluation Completion: ………………………………. October 07, 2011

16. Target Date for Selection: ……………………………………….. October 11, 2011

17. Target Date for Issuance of Subcontract/NTP: ………………….. 6 weeks past November OBA

Page 1 of 1

DFW Airport DFW Terminal Renewal and Improvement Program CSP For Mechanical / Plumbing DFW Airport, Texas Proposal Form Part 2 (also included in Volume 3 )

Cost Summary COST BREAKDOWN BY AREA PHASE 1 PHASE 2 PHASE 3 TOTAL ( GMP ) ( I MP ) ( I MP ) MECHANI CAL / PL UMBI NG BREAKDOWNS BY MAJ OR BUI L DI NG FUNCTI ONS COST

HVAC SYS INSTALL HVAC EQUI PMENT - AI R SI DE $0 HVAC EQUI PMENT - WATER SI DE $0 CHI LLED WATER, CONDENSATE, REFRI GERANT PI PI NG SYSTEMS $0 HEATI NG HOT WATER PI PI NG SYSTEM $0 GLYCOL PI PI NG SYSTEM $0 AI R DI STRI BUTI ON SYSTEMS $0 I NSUL ATI ON - HVAC PI PI NG AND EQUI PMENT $0 I NSTRUMENTATI ON & CONTROL FOR HVAC (i ncl ude pr ovi si ons f or pl umbing s $0 I NSULATI ON - SHEET METAL $0 PHASI NG/ SEQUENCI NG SUPPORT $0 HVAC DEMOL I TI ON $0 RI GGI NG AND HOI STI NG $0 $0 PLMBG SYS INSTALL $0 PLUMBI NG EQUI PMENT $0 PLUMBI NG FI XTURES AND CAST I RON SPECI ALTI ES $0 DOMESTI C COLD WATER PI PI NG SYSTEM $0 DOMESTI C HOT WATER SYSTEM $0 SANI TARY SEWER SYSTEM $0 GREASE WASTE SYSTEM $0 STORM SEWER SYSTEM $0 COOKI NG OI L COL L ECT I ON SYST EM $0 COMPRESSED AI R SYSTEM $0 I NSULATI ON - PLUMBI NG SYSTEMS $0 PHASI NG/ SEQUENCI NG SUPPORT $0 PL UMBI NG DEMOL I T I ON $0 RI GGI NG AND HOI STI NG $0 $0 SYS ACTIVATION $0 START- UP AND COMMI SSI ONI NG $0 TEST AND BALANCE $0 $0

T OT AL COST OF WORK $0 $0 $0 $0

GENERAL CONDI TI ONS ( GMP f o r a l l Ph a s e s ) St af f ( Pr oj ect onl y, no home off i ce st af f or over head i ncl ) $0 Off i ces and Temporar y condi t i ons associ at ed $0 Fi el d Temporar y condi t i ons( Small t ool s, st or age, saf et y, et c) $0

TOTAL GENERAL CONDI TI ONS $0 $0 $0 $0

OVERHEAD $0 PROF I T $0

TOTAL OVERHEAD AND PROFI T $0 $0 $0 $0 ADD FOR PAYMENT AND PERFORMANCE BOND $0 ADD FOR SECURI TY BOND (For Phase 2 and 3) $0 PRECONSTRUCTI ON SERVI CES ( GMP f or al l Phas es ) $0 ESCALATI ON COST $0 CONTI NGENCY COST $0 TOTAL MI SC Co s t $0 $0 $0 $0

GRAND TOTAL COST $0 $0 $0 $0

Unit Cost - The following % shall be utilized for all future pricing to establish GMP and Change Orders

1 of 1 8/4/2011

SUBCONTRACTOR NAME HERE

5/25/2011

Description of Work: PCO #001 - Description Cost per Unit of Number of Unit Measure Units Extension Comments Subcontracted Work

Labor LABOR $933.00 Is 1 $996.00 Correlates w/Sub Back Up $0.00 $0.00 $0.00 $0.00 Material MATERIAL $928.00 Is 1 $928.00 $0.00 $0.00 $0.00 Equipment $250.00 Is 1 $250.00

Subtotal $2,174.00 Overhead 10.00% $217.40 Subtotal $2,391.40 Profit 5.00% $119.57 Subtotal $2,510.97 Subcontractor Mark-up 5.00% $125.55

Total for Subcontractor Work with - Mark-up $2,636.52

Subcontractor (GC) Prime Work Labor Supervisor $34.00 hour 4 $136.00 Labor hour $0.00 Labor hour $0.00 Field Administration ( Paperwork for CO) $18.00 hour 1 $18.00 Field QC $19.00 hour 4 $76.00 Field Project Engineer $31.00 hour 1 $31.00 Field Project Manager $31.25 hour 1 $31.25 Labor Burden 35% $102.29

Materials Is $0.00 Material roll $0.00 Equipment day $0.00 day $0.00 $0.00 $0.00 Subtotal $394.54 Overhead 10.00% $39.45 Subtotal $433.99 Profit 5.00% $21.70 Subtotal Subcontractor (GC) Prime Work $455.69

Final Price $3,092.21

ATTACHMENT 12B Revision 1 DFW Airport CSP For Electrical Work DFW Terminal Renewal and Improvement Program Proposal Form Part 2 (Part of Volume 3 Submission)

Cost Summary COST BREAKDOWN BY AREA PHASE 1 ( GMP) PHASE 2 ( I MP) PHASE 3 ( I MP) ELECTRI CAL BREAKDOWNS T OT AL COST

DI STRI BUTI ON SYSTEM $0 $0 $0 $0

GENERAL POWER $0

MECHANI CAL / EQUI PMENT SYSTEM POWER $0

GROUNDI NG SYSTEM $0

LI GHT FI XTURE PURCHASE COST ( FI XTURE, LAMPS) $0

LI GHT FI XTURE SYSTEM ( BRANCH AND LABOR) $0

L I GHTI NG CONTROL $0

L I GHT I NG PROT ECT I ON $0

FI RE ALARM $0

AUTOMATATED ACCESS CONTROL $0

SYSTEM ACTI VATI ON; STARUP AND COMMI SSI ONI NG $0

TEMPORARY SYSTEMS FOR ELECTRI CAL, FI RE ALARM AND ACCESS $0

T OT AL COST OF WORK $0 $0 $0 $0

GENERAL CONDI TI ONS ( GMP f or al l Phases f r om At t achment_ $0 $0 $0 $0

St af f ( Pr oj ect onl y, no home off i ce st af f or over head i nc $0

Off i ces and Temporar y condi t i ons associ at ed $0

Fi el d Tempoary Condi t i ons( small t ool s, st or age, saf et y, e $0

TOTAL COST OF GENERAL CONDI TI ONS $0 $0 $0 $0

OVERHEAD AND PROFI T $0 $0 $0 $0

TOTAL COST OF OVERHEAD AND PROFI T $0 $0 $0 $0

$0 ADD FOR PAYMENT AND PERFORMANCE BOND $0 $0 $0

ADD FOR SECURI TY BOND (For Phase 2 and 3) $0 $0 $0 $0

PREONSTRUCTI ON SERVI CES ( GMP f or al l Phas es f r om At t ac hm $0 $0 $0 $0

Escal at i on Cost $0 $0 $0 $0

Cont i ngency cost $0 $0 $0 $0

$0 $0 $0 $0 GRAND TOTAL COST

1 of 2 8/4/2011 ATTACHMENT 12B Revision 1 DFW Airport CSP For Electrical Work DFW Terminal Renewal and Improvement Program Proposal Form Part 2 (Part of Volume 3 Submission)

Cost Summary COST BREAKDOWN BY AREA

Unit Cost - The following percentages shall be utilized for all future pricing to establish GMP and change Orders.

Unit Cost - The following % shall be utilized for all future pricing to establish GMP and Change Orders % Labor Bur den

Over head

Pr of i t

Labor Rat es Aver age St andar d Aver age Over t i me Aver age Shi f t pr emium

Small t ool s and Consumables

* Bidder acknoledges that they have reviewed all aspects of this Instructions to bidders, all attachments hereto and Exhibits required and accepts all aspects without modification.

Authorized Signature

Name of Company

(Affix Corporate Seal here) Printed Name/Title

Company Address

State, Zip

Phone Number

2 of 2 8/4/2011 ATTACHMENT 14B Revision 1 DFW Airport CSP For COMMUNICATION WORK DFW Terminal Renewal and Improvement Program Proposal Form Part 2 (Part of Volume 3 Submission)

Cost Summary COST BREAKDOWN BY AREA

TOTAL PHASE 1 ( GMP) PHASE 2 ( I MP) PHASE 3 ( I MP) COMMUNI CATI ON BREAKDOWNS COST

GROUNDI NG FOR COMMUNI CATI ON SYSTEMS $0 PATHWAYS FOR COMMUNI CATI ON SYSTEMS $0 COMMUNI CATI ONS EQUI PMENT ROOM FI TTI NGS $0 COMMUNI CATI ONS BACKBONE CABL I NG $0 COMMUNI CATI ONS HORI ZONTAL CABL I NG $0 WI RELESS ACCESS POI NTS $0 DATA COMMUNI CATI ONS HARDWARE FOR COMMON USE $0 MASTER ANTENA TELEVI SI ON SYSTEM $0 TRANSPORTATI ON I NFORMATI ON DI SPLAY SYSTEMS $0 PUBLI C ADDRESS AND MASS NOTI FI CATI ON SYSTEMS $0 I N BUI L DI NG DI STRI BUTED ANTENNA SYSTEM $0 VI DEO SURVEI LLANE $0 AI RCRAFT VI SUAL DOCKI NG GUI DANCE SYSTEM $0 SYSTEM ACTI VI ZATI ON; START UP AND COMMI SSI ONI NG $0 TEMPORARY SYYSTEMS FOR COMMUNI CATI ONS AND VI DEO SURVEI LLA $0 $0 $0

T OT AL COST OF WORK $0 $0 $0 $0

GENERAL CONDI TI ONS ( GMP f or al l Phases f r om At t achment_ ) $0 St af f ( Pr oj ect onl y, no home off i ce st af f or over head) $0 Off i ces and Temporar y condi t i ons associ at ed $0 Fi el d Temporar y Condi t i ons( small t ool s, st or age, et c) $0

TOTAL COST OF GENERAL CONDI TI ONS $0 $0 $0 $0

OVERHEAD AND PROFI T $0

TOTAL COST OF OVERHEAD AND PROFI T $0 $0 $0 $0

ADD FOR PAYMENT AND PERFORMANCE BOND $0 ADD FOR SECURI TY BOND (For Phase 2 and 3) $0 PREONSTRUCTI ON SERVI CES ( GMP f or al l Phas es f r om At t ac hme $0 ESCALATI ON COST $0 CONTI NGENCY COST $0 GRAND TOTAL COST $0 $0 $0 $0

Unit cost- The following % shall be utilized for al future pricing to establish GMP and Change Orders.

Unit Cost - The following % shall be utilized for all future pricing to establish GMP and Change Orders % Labor Bur den

Over head

Pr of i t

1 of 2 8/4/2011 ATTACHMENT 14B Revision 1 DFW Airport CSP For COMMUNICATION WORK DFW Terminal Renewal and Improvement Program Proposal Form Part 2 (Part of Volume 3 Submission)

Cost Summary COST BREAKDOWN BY AREA Labor Rat es

Aver age St andar d Aver age Over t i me Aver age Shi f t pr emium

Small t ool s and Consumables

* Bidder acknoledges that they have reviewed all aspects of this Instructions to bidders, all attachments hereto and Exhibits required and accepts all aspects without modification.

Authorized Signature

Name of Company

(Affix Corporate Seal here) Printed Name/Title

Company Address

State, Zip

Phone Number

2 of 2 8/4/2011 Dallas / Fort Worth International Airport TERMINAL B CSP FOR MEP DFW Airport, Texas

Preconstruction Questions and Answers SHEET / QUESTION RESPONSE ITEM BID PACKAGE AUTHOR QUESTION RESPONSE RESPONSE BY SPECIFICATION DATE DATE

The current bid form does not have a breakout for the building Building Management System line item has been added to revised bid 1 Mechanical Dynamic Systems 08/01/11 MBJ3 08/03/11 management control system. form in Addendum no. 1

The current phasing docments indicate that the connector to Terminal The connector to Terminal D hereafter called B/D connector is to be 2 All Dynamic Systems 08/01/11 MBJ3 08/03/11 D is to be included in Phase.2/3 estimated and scheduled as Phase 3 work.

As directed within the Communications Scope of work, all pathways and conduits for the communications work are included within the communciations scope of work. Electrical, Are the pathways and conduits for the communcation BP to be 3 Walker 07/29/11 MBJ3 08/03/11 Communications included by the Electrical Bid Packaage

Page 1 of 2 8/3/2011 Dallas / Fort Worth International Airport TERMINAL B CSP FOR MEP DFW Airport, Texas

Preconstruction Questions and Answers SHEET / QUESTION RESPONSE ITEM BID PACKAGE AUTHOR QUESTION RESPONSE RESPONSE BY SPECIFICATION DATE DATE

11 12 13 14

16 17

Page 2 of 2 8/3/2011

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AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –95% Design Development Package- Design Narrative I Date: July 15, 2011

=== dilppôv=lc=qbojpdilppôv=lc=qbojp= = âb=Ó=^áêéçêí=aÉîÉäçéãÉåí=~åÇ=båÖáåÉÉêáåÖ=aÉé~êíãÉåí= âq=Ó=^áêéçêí=aÉîÉäçéãÉåí=qÉ~ã= _ep=Ó=_~ÖÖ~ÖÉ=e~åÇäáåÖ=póëíÉã= `jo=Ó=`çåëíêìÅíáçå=j~å~ÖÉê=~í=oáëâ= aôq=Ó=a~ää~ë=^êÉ~=o~éáÇ=qê~åëáí= act=Ó=a~ää~ëLcçêí=tçêíÜ=fåíÉêå~íáçå~ä=^áêéçêí= aj=Ó=^áêéçêí=aÉîÉäçéãÉåí=qÉ~ã=JaÉëáÖå=j~å~ÖÉê= ajq=Ó=aÉëáÖå=j~å~ÖÉãÉåí=qÉ~ã= aq=Ó=^áêéçêí=aÉîÉäçéãÉåí=qÉ~ã=JaÉëáÖå=qÉ~ã= qofm=Ó=qÉêãáå~ä=oÉåçî~íáçå=~åÇ=fãéêçîÉãÉåí=mêçÖê~ã======klqf`bW== == qÜÉ=aê~ïáåÖë=~åÇ=bñÜáÄáíë=éêÉé~êÉÇ=Äó=íÜÉ=^êÅÜáíÉÅí=~åÇ=båÖáåÉÉê=áääìëíê~íÉ=íÜÉ= ~ééêçñáã~íÉ=ëÅ~äÉ=~åÇ=êÉä~íáçåëÜáé=çÑ=íÜÉ=mêçàÉÅí=ÅçãéçåÉåíëK==qÜÉó=~êÉ=éêçîáÇÉÇ=íç=Ñáñ= ~åÇ=ÇÉëÅêáÄÉ=íÜÉ=ëáòÉ=~åÇ=ÅÜ~ê~ÅíÉê=~ë=íç=íÜÉ=~êÅÜáíÉÅíìêÉI=ëíêìÅíìê~äI=ãÉÅÜ~åáÅ~ä=~åÇ= ÉäÉÅíêáÅ~ä=ëóëíÉãëI=ã~íÉêá~äë=~åÇ=çíÜÉê=ëìÅÜ=ÉäÉãÉåíë=~ë=ã~ó=ÄÉ=~ééêçéêá~íÉ=íç=éêçîáÇÉ= ÅçåíÉñí=~åÇ=ÇÉëáÖå=áåíÉåíK==qÜÉ=aÉëáÖå=k~êê~íáîÉ=ÇçÅìãÉåí=ëÜ~ää=ÑìêíÜÉê=ÇÉÑáåÉ=íÜÉ= ÇÉëáÖå=ê~íáçå~äÉI=áåíÉåíI=ÅêáíÉêá~=~åÇ=êÉèìáêÉãÉåíëK==qÜÉ=éêçéçëÉê=ëÜ~ää=êÉÅçÖåáòÉ=íÜÉ= éêÉäáãáå~êó=å~íìêÉ=çÑ=íÜÉ=ã~íÉêá~ä=ÄÉáåÖ=éêçîáÇÉÇ=áå=~Çî~åÅÉ=çÑ=íÜÉ=Ñáå~ä=ÇÉëáÖå=~åÇ= éêÉé~ê~íáçå=çÑ=`çåëíêìÅíáçå=açÅìãÉåíë=Ñçê=íÜÉ=mêçàÉÅíK

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –95% Design Development Package- Design Narrative II Date: July 15, 2011

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AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –95% Design Development Package- Design Narrative Date: July 15, 2011 1

===

=== aÉëáÖå=k~êê~íáîÉaÉëáÖå=k~êê~íáîÉ====

SECTION- 1: Project Description and Scope of Services

Dallas - Fort Worth International Airport Terminal Renewal & Improvement Plan

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AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 2

pb`qflkpb`qflkpb`qflkJpb`qflkJJJNW=NW=NW=NW=molgb`q=molgb`q=molgb`q=molgb`q======abpòfmqflkabpòfmqflkabpòfmqflkJJJJ====qbojfkî=_qbojfkî=_qbojfkî=_====

Dallas/Fort worth International Airport (DFW) is embarking on a Terminal Renewal and Improvement Plan (TRIP) that includes the modernization of Terminal A, B, C and E. The Terminal buildings are approximately 40 years old and consist primarily of the original structural and building systems. The 4 buildings represent a combined square footage of approximately 3.5 million square feet. Over the years, the buildings have been expanded or renovated as demand or functionality has required. The TRIP will renovate terminals and replace systems such as electrical, plumbing, heating and cooling, security, conveyance, telecommunications, lighting, fire protection and IT systems to provide 30 years of useful life. TRIP will also include various high-value operational improvements that will benefit DFW, airlines, other tenants, and passengers by enhancing operational efficiency, regulatory compliance, passenger processing and aesthetic appearance.

Terminal B, originally designated Terminal 2W was constructed in multiple phases beginning in 1972. The terminal is currently occupied by American Eagle and United Airlines, but will soon be occupied solely by American Eagle. Terminal B has undergone various changes since its initial construction most of which have resulted in additional building area being added to accommodate various airline operation. Before the opening of Terminal D in 2005, Terminal B served as the international arrivals facility for the Foreign Flag Carriers. It also housed the Other Airlines (OALs) before Delta downsized their hub operations in Terminal E. More recently, American Airlines ran a portion of their domestic hub out of the south end of Terminal B. The former Federal Inspection Facilities are now mostly vacant or have been converted to other uses. The conversion from an international arrival facility to a regional airline hub terminal has resulted in a significant amount of surplus building area.

Garage Section-A (south section) is relatively new (built in 1998). Garage Sections B (center section) and C (north section) are several years older.

A key objective of the TRIP was to address the aging infrastructure for all the terminals. It was expected that a baseline redevelopment strategy would focus primarily on building system deficiency and other items, such as code issues, that were critical to meeting the Airports’ basic facility management responsibilities.

A previously completed conditions assessment of the terminals was viewed as a primary information source for defining the baseline alternative. The results of this work were a major focus of the decision team, which did reach a consensus that this information was adequate for reaching a decision on the direction of a terminal redevelopment program.

The Decision Team agreed that the go-forward solution should combine the most desirable aspects of three alternates developed during the TRIP. A hybrid solution emerged as the recommended alternative.

The Hybrid Alternative combines the high-value components from each of the previous three alternatives with the infrastructure replacement common to all alternatives.

The key elements included in the Hybrid Alternative include the following: AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 3

• Replacement of the building systems to create a 30-year useful-life; • Removal of existing landside escalators and construction of new cores with high- capacity elevators; • Reconfiguration of the ATOs to improve passenger processing; • Reconfiguration of the SSCPs to meet current and projected TSA requirements; • Expansion of the concessions program to take advantage of the confluence of passengers near the Sky-link stations; • Operational improvements to the baggage handling systems; • Renovation and repair of the existing terminal parking garages; • Additional parking capacity at Terminals A and E; • Reversal of the carousel roadways at Terminals A, C, and E.

1.1. SCOPE OF SERVICES

DFW Airport has commissioned the services of DMJM/ EJES to serve as the Prime Consultant for Programming and Schematic Design, Design Development and Construction Documents. Design Development is completion level of design.

The goal of this scope of work is to further develop each of the hybrid concepts through programming and schematic design to produce pricing packages for a more detailed cost projection.

General tasks in this scope of work include, but are not limited to, the programming, schematic design and pricing packages for the following: • Evaluate and potentially replace and upgrade all existing mechanical systems. • Evaluate and potentially replace and upgrade all existing electrical systems. • Evaluate all plumbing systems for code compliance and replace/upgrade as required. • Replace/upgrade fire protection system, voice/data, CCTB and card access systems as required. • Provide new grease collection systems as required. • Selectively remove elevators and escalators and replace with new elevators in the same or adjacent locations. • Renovate/expand selective public areas such as ticket halls and TSA security screening check points (SSCP). • Develop preliminary design for the Inter-modal Transfer Center. • Renovate existing terminal parking garages. • Relocate functions displaced by the renovations/expansions identified above to other locations in the terminal. • Provide for Phasing of the work, including the temporary relocation of impacted occupants into locations TRIP that will be developed in order to maintain airport operations. • Keep all necessary terminal operations such as the baggage system in operation during renovation. • Develop a limited number of separate “add/deductive alternates.” • Assist in resolution of a limited number of scope items requiring business case analysis. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 4

• Provide schematic design level documents to serve as “bridging documents” for enabling projects. • Incorporate recommendations of Construction Manager as relates to constructability, phasing, schedule, temporary facilities and controls into the schematic design and pricing packages. • Coordinate review of existing conditions with the Construction Manager. • Participate with the Construction Manager in value engineering efforts. =

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 5

===

=== aÉëáÖå=k~êê~íáîÉaÉëáÖå=k~êê~íáîÉ====

SECTION- 2: Terminal B- Code Review and Life Safety

Dallas - Fort Worth International Airport Terminal Renewal & Improvement Plan

Prepared For:

DFW Airport-Airport Development & Engineering 3003 South Service Road PO Box 612008 DFW Airport, TX 76251-2008 Desk-972-586-5846 | Cell-214-681-6977

Prepared by:

Corgan Associates, Inc 401 North Houston Street Dallas, TX 75202

Manning Architects 100 Crescent Court, 7th Floor Dallas, TX 75201

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 6

SECTION 2 - BUILDING CODE GUIDELINES 2.1 Executive Summary A. The purpose of this Section of the Design Narrative Report is to outline the major Building Code requirements and proposed approaches regarding fire protection and life safety for the Dallas-Fort Worth (DFW) Terminal Renovation and Improvement Plan (TRIP) for Terminal B. This includes providing clarifications of specific Building Code requirements. 1. This section should be used in conjunction with the Fire Safety Design Narrative (regarding automatic sprinkler system and public address/voice alarm system); the Electrical Design Narrative (regarding emergency and standby power); and the Mechanical Design Narrative (regarding smoke management). 2. The 2009 International Code Council (ICC) codes and standards are being used for the design. This includes the International Building and Fire Codes. Overall, the design approach is to comply with the requirements of the applicable codes and standards. 3. Terminal B is Type IB construction, will be protected throughout by new automatic sprinkler systems and will have new standpipe systems. 4. Occupant notification of an emergency condition will be accomplished for each Terminal by a new public address system and visual notification devices (strobes). The strategy is to have full evacuation of an entire Terminal building. 5. An existing smoke management system is provided for the Skylink stations and will remain. 6. The occupant load for each Terminal building will be determined via the occupant load factors of the International Building Code, as appropriate. 7. The egress for each Terminal will comply with the requirements of the International Building Code. B. Table of Abbreviations 1. The following abbreviations are used throughout this Section: TERM ABBREVIATION

International Building IBC Code International Fire Code IFC

DFW Design Criteria DCM Manual Terminal Renovation and Improvement Plan TRIP

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C. Governing Codes, Standards and Regulations 1. The DFW Building Official and Fire Marshal have approved the use of the 2009 ICC Series of Codes for application to the TRIP. In addition, existing and new amendments to the code have been provided to the design team (refer to Appendix for the code adoption letter, changes to the current amendments, and proposed amendments). The following lists the codes, standards and regulations the design team is using for the project. • 2009 International Building Code • 2009 International Fire Code • 2009 International Fuel Gas Code • 2009 International Mechanical Code • 2009 International Plumbing Code • 2008 National Electrical Code (NFPA 70) • 2009 International Energy Conservation Code 2. In addition, the codes and standards referenced in the above listed documents will also be applicable. These include the most current NFPA standards, but are not limited to: • 2010 NFPA 10, Standard for Portable Fire Extinguishers • 2010 NFPA 13, Standard for the Installation of Sprinkler Systems • 2010 NFPA 14, Standard for the Installation of Standpipes and Hose Systems • 2010 NFPA 20, Standard for Installation of Centrifugal Fire Pumps • 2008 NFPA 25, Standard for the Inspection, Testing, and Maintenance of Water Based Fire Protection Systems • 2010 NFPA 72, National Fire Alarm Code • 2010 NFPA 110, Standard for Emergency and Standby Power Systems • 2007 ASME A17.1 Safety Code for Elevators and Escalators D. Use Group Classification and Mixed Uses 1. A passenger transportation Terminal building is primarily an Assembly (A- 3) occupancy. Accessory uses in the building will include Assembly (A- 2), Business (B), Mercantile (M), and Storage (S-1 and S-2). 2. The following provides examples of these occupancies: • A-3, Assembly: Public circulation (Concourse areas) Departures and arrivals areas Waiting areas and hold rooms Baggage Claim • A-2, Assembly: Food and drink concessions Lounges Kitchens • B, Business: Office areas • M, Mercantile: Retail areas

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 8

• S-1, Storage: Retail storage • S-2, Storage: Baggage system 3. It is not anticipated that hazardous, Group H, occupancies will exist within the Terminal buildings. However, if storage levels of hazardous materials exceed the limitations of the IBC or IFC, such areas will be classified as Group H occupancies to which more restrictive code and standard requirements apply. 4. The Terminal building will comply with Section 508.3, non-separated occupancies, and Section 508.2.4, separated occupancies of the IBC. This section requires each building area to be classified as to the type of occupancy use, and the building construction type is to comply with the requirements for the most restrictive of the occupancy types within the building. All other Building Code requirements will apply to each portion of the Terminal building based on the occupancy classification of that portion. 5. A 1-hour fire barrier is required to separate S-1, Moderate Hazard storage areas from Assembly and S-2, Low-Hazard Storage/Industrial (i.e., baggage handling) areas. Moderate Hazard Storage use group fire access must not exceed 180,000 square feet per Terminal building. Low Hazard Storage/Industrial fire areas must not exceed 296,250 square feet in area per Terminal building. 6. Note that for Type IB construction, Groups A, B, and M occupancies are permitted to have unlimited fire compartment areas. 7. In accordance with the non-separated use group provisions, a fire separation assembly is not required between use groups. However, if any High-Hazard (H-2, H-3, or H-4) uses occur within the Terminal building, these areas are to be separated from the other building areas by a fire separation assembly having a fire resistance rating as indicated in Table 508.4 of the IBC. 8. Subparagraph “Construction Classification and Fire Separations” below describes where other fire rated separations will be provided. E. Fire Protection Concepts 1. Construction Classification and Fire Separations a. The existing Terminal building appears to be constructed in accordance with Type IB Protected Noncombustible construction. Type IB construction allows for buildings of use groups A, B, and M to be unlimited in area.

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b. Building elements are required to be protected in accordance with the following table: TYPE IB PROTECTED NONCOMBUSTIBLE CONSTRUCTION

FIRE RESISTANCE BUILDING ELEMENT RATING (IN HOURS) Exterior non load-bearing walls (IBC Table 602):1 - Separation distance > 30 feet 0 Interior load-bearing walls, columns, girders, trusses 22

Oncor Rooms 13 Exit stair enclosures (IBC-1005.3.2) 24 Exit passageways 2 Floor construction 2 Roof construction5 1 Elevator hoist-ways (IBC-707.4) 2 Elevator Machine Rooms 2 Other shafts (IBC-707.4) 2 Fire pump room 1 Fire command center 1 Comm. Rooms - Concourse Level 2 - Ramp, Third Floor Levels 1 1 Separation distance is measured from the exterior wall to either the closest lot line, the centerline of a street, alley, or public way, or an imaginary line between two buildings on the same property. 2 Fire Resistance ratings of structural frame and bearing walls are permitted to be reduced by 1-hour where supporting a roof only. 3 Oncor rooms must have 1-hour fire resistant rated floors, walls, and roofs when protected throughout by automatic sprinklers. Construction supporting the 1-hour fire resistant rated rooms must also have a 1-hour fire resistant rating which must be continuous to ground. The extent of the 1-hour fire resistant rated construction is limited to within one-structural bay of each Oncor room. 4 All exit stair enclosures are required a 2-hour rating due to the 2-hour rated floor construction.

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5 Fire protection of structural members is not required, including roof framing and decking, where every part of the roof construction is 20 feet or more above any floor immediately below. Fire retardant treated wood may be used for unprotected members.

c. All new openings in these required separation walls will be self- closing, and have the appropriate fire resistance rated opening protectives in accordance with the International Building Code. 2. Floor Openings a. The Terminal building has 3 levels: Ramp, Concourse, and Third. The Third Level areas consist of mechanical and electrical rooms. b. The Skylink platforms are completely open to the Concourse below. Note that the Skylink platforms are served by enclosed scissor stairs at each end which discharge directly to the exterior. c. Existing floor openings occur between the Concourse Level and the Ramp Level in the Terminal building. d. The existing floor openings at the Skylink stations in the Terminal building are protected by a smoke exhaust system which will remain. 3. Automatic Sprinkler Protection and Fire Suppression a. The Terminal building is protected throughout with multiple automatic sprinkler systems. The existing automatic sprinkler systems will be removed and replaced. As approved by the DFW Fire Marshal (refer to the Terminal A March 16, 2010 Meeting Minutes in Appendix), sprinklers are not required to be installed within the Oncor rooms if the Oncor rooms will: 1) Be dedicated to electrical equipment only; 2) Be separated from adjacent spaces by 3-hour fire resistance rated floors, walls, roof; and 3) The Oncor rooms will be protected by smoke and heat detectors (refer to the Fire Safety Design Narrative for further discussion of the smoke and heat detectors). b. Note that Oncor rooms will be protected by automatic sprinklers and separated from adjacent spaces by 1-hour fire resistance rated barriers. c. This concept is further described in the Fire Safety Design Narrative. d. The automatic sprinkler systems will be hydraulically designed in accordance with the requirements of NFPA 13. The system will have electrically supervised water control valves by means of tamper switches and with water-flow alarms, all of which will notify the fire department and other emergency responders. 4. Standpipe Systems

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a. The Terminal building is equipped throughout with a standpipe system. The existing standpipe systems will be removed and replaced. b. A standpipe hose connection will be provided at each entrance to an exit passageway and within enclosed stairways at each floor level landing. In addition, where the most remote portion of a sprinklered floor or story is more than 200 feet from a hose connection, the fire code official is authorized to require that additional hose connections be provided in approved locations. 5. Smoke Detection and Heat Detection a. Area smoke detection is not required in accordance with the IBC. However, smoke detection is required for the HVAC systems in accordance with the International Mechanical Code. Activation of the HVAC detectors will shut down the affected unit(s). b. Smoke detection will be provided in specific locations to initiate elevator recall functions. 6. Fire Alarm and Occupant Notification a. The Terminal building is equipped throughout with a fire alarm and occupant notification system. The fire alarm and occupant notification system will be removed and replaced. The new occupant notification system will include voice/alarm communication. b. Visual notification devices (strobes) will also be provided. c. This system will be designed for a complete evacuation concept as described in the Fire Safety Design Narrative. d. Where the fire alarm is monitored directly by the DFW Airport Department of Public Safety (DPS), the activation of the fire alarm notification signal must be manually initiated by emergency responders. 7. Portable Fire Extinguishers a. Section 906.1 of the IFC requires portable fire extinguishers to be provided in Group A, B, F, M and S occupancies in accordance with NFPA 10. The specific requirements are outlined in Section 12.5 of the Design Narrative. Although quick response sprinklers will be installed, portable fire extinguishers will be provided in Group A and B occupancies. b. Portable fire extinguishers are also required within 30 feet of commercial cooking equipment and in areas where flammable or combustible liquids are stored, used or dispensed. 8. Smoke Management a. Smoke management systems are provided for the Skylink floor openings. Monitoring and control of the existing Skylink smoke

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 12

management systems will be provided in the new Fire Command Center. 9. Supervision a. All fire detection devices will be electrically supervised by the fire alarm annunciation panel(s) with signals transmitted to the Fire Department. The supervisory system will be designed to annunciate 3 different signals as follows: • Alarm signals • Supervisory signals • Trouble signals b. An alarm signal is an indication that a fire or other emergency condition has been detected in the building. A supervisory signal is an indication that a required fire extinguishing system is not in full working order, such as a closed valve in the automatic sprinkler supply piping. A trouble signal is an indication that a portion of the fire protection system is not functioning properly, such as problems associated with electrical wiring. 10. Emergency Lighting and Exit Signage a. Emergency lighting and exit signage will be provided throughout the Terminal as required by the IBC and will be provided with emergency power. 11. Emergency and Standby Power a. Normal power is supplied to the Terminal building by a power supply grid. The Terminal building is also supplied with power from a second, separate power supply grid. b. The following fire protection and life safety systems are required to have emergency or standby power: • Emergency egress lighting • Egress signage • Fire alarm systems (including the associated detection and supervision devices) (batteries) • Emergency evacuation system (Voice/Alarm) • Smoke management systems • Elevator car lighting c. The emergency and standby power systems are proposed to be powered by the secondary power supply grid for all of the systems listed above, except for the fire alarm system which will have secondary power supplied by batteries. Further details regarding the emergency and standby power systems are outlined in the Electrical Design Narrative. 12. Interior Finish and Furnishings

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a. Interior finishes for assembly (A-3) occupancies are to be Class B in exits and corridors providing exit access and Class C for rooms or enclosed spaces. 13. Fire Command Center a. A new fire command center will be located on the landside of the Ramp Level of each Terminal building. The fire command center will have an area of at least 200 square feet with a minimum dimension of 10 feet. The following equipment will be included in accordance with Section 911 of the IBC. • The emergency voice/alarm communication system unit. • The fire department communications unit. • Fire detection and alarm system annunciator unit. • Annunciator unit visually indicating the location of the elevators and whether they are operational. • Status indicators and controls for air-handling systems. • The firefighter’s control panel for smoke control systems. • Monitoring and control of the Skylink station smoke control system. • Controls for unlocking stairway doors simultaneously (if necessary). • Sprinkler valve and water-flow detector display panels. • Emergency and standby power indicators (if provided). • A telephone for fire department use with controlled access to the public telephone system. • Fire pump status indicators. • Schematic building plans indicating the typical floor plan and detailing the building core, means of egress, fire protection systems, firefighting equipment and fire department access, and the location of fire walls, fire barriers, fire partitions, smoke barriers and smoke partitions. • Worktable. • Generator supervision devices, manual start and transfer features (if provided). F. Means of Egress 1. General a. The means of egress will be based on the International Building Code. b. Egress routes will terminate at locations on the landside of either the Concourse (Second Level) or Lower Level (First Level) of the Terminal building and to the ramp from locations on the airside of the building. 2. Occupant Load a. The occupant load factors used for each of the building areas are in accordance with the International Building Code. Table 1004.1.1 of the International Building Code specifically addresses the occupant load factors for many of the areas within airport Terminal buildings, AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 14

such as the Concourse and Baggage Claim areas. Based on this approach, the occupant load for each building area is determined by dividing the area of each occupancy by the appropriate occupant load factor. In accordance with Table 1004.1.1 of the International Building Code, the following are the occupant load factors for each airport Terminal building.

OCCUPANCY OCCUPANT LOAD FACTOR (SQUARE FEET/OCC) Assembly (Fixed Seats) # of Seats Assembly (without fixed seats): -Standing/Waiting Space 15 net -Concentrated (chairs only) 7 net -Unconcentrated (tables and 15 net chairs) Business 100 gross Mercantile 30 gross Storage/Stock/Shipping 500 gross Mechanical/Electrical 300 gross Airport Terminal buildings: Concourse 100 gross Baggage Claim 20 gross Baggage Handling 300 gross Waiting Areas 15 gross

b. The code calculated analysis is shown on the Life Safety Code sheets. 3. Exit Capacity a. The minimum width of each means of egress component will be sufficient to accommodate the occupant load of the area served. The minimum egress width will be determined using the permitted egress width in accordance with occupant factors as indicated by the International Building Code. SPRINKLERED USE DOORS, RAMPS, GROUP STAIRS CORRIDORS A, B, M, 0.20 inches 0.15 inches S-1,S-2

b. Note that IBC Section 3404.6 specifically allows for the minimum egress widths to be based on the means of egress width factors in the Building Code under which the building was constructed provided the means of egress does not constitute a distinct hazard to life. The exit AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 15

analysis performed for the Terminal building prior to this Project utilized the exit capacity factors of 0.20 inches of stair width per occupant and 0.15 inches of door/ramp/corridor width per occupant. c. Sufficient exit capacity will be provided from each level and area of the Terminal building based upon the proposed methods of determining the occupant load. d. In the event that the entire Terminal building would require simultaneous evacuation, the egress capacities will be sufficient to accommodate such. 4. Exit Components a. For the majority of the Terminal building, enclosed exit stairs, exit passageways, and exterior doors serve as the exit components. b. Alterations to enclosed exit stairs and exit passageways will maintain a minimum 2-hour fire resistance rating. 5. Travel Distances a. The travel distance requirements to reach an exit for the Project are indicated in Table 1016.1 of the IBC. The maximum permitted travel distances in accordance with the IBC for each occupancy are listed in the following table. OCCUPANCY DISTANCE (feet) B 300 A, M, S-1 250 S-2 400

b. The Terminal building will comply with these maximum travel distance limitations. 6. Distribution a. The requirements for the distribution of the means of egress components for the Project are indicated in Sections 1015.1, 1015.2, and 1014.3 of the International Building Code. Two remote exit access doors are required from every room or space having an occupant load or travel within the space which is in excess of that shown below. MINIMUM 2 MEANS OF EGRESS REQUIRED IF OCCUPANT LOAD OR TRAVEL OCCUPANCY GREATER THAN DISTANCE (TABLE 1015.1) GREATER THAN (1014.3) A, M 49 75 feet B 49 100 feet S 29 100 feet

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b. Generally, means of egress required to be remote must be separated by not less than one-third of the length of the maximum overall diagonal dimension of the building, room or area served. c. The Terminal building will comply with the exit distribution required by the IBC. 7. Dead Ends a. The dead-end limitations for the project are indicated in Section 1018.4 of the International Building Code. Generally, 20 feet is the maximum permitted dead-end limitation. However, a dead end is not limited provided the length of the dead end is less than 2.5 times the least width of the dead end. In addition, dead-end corridors serving Business occupancies only are permitted to have a maximum length of 50 feet. b. The Terminal building will comply with the dead-end limitations of the IBC. 8. Main Entrance/Exit a. Although the TRIP will contain multiple occupancies, the primary occupancy of the Terminal building will be Assembly (A-3). Section 1028.2 of the International Building Code requires Assembly occupancies with an occupant load of more than 300 to have a main exit of sufficient egress capacity to accommodate a minimum of one- half of the total occupant load. The Building Code recognizes that buildings exist with more than 1 main entrance/exit and thus, only requires one-half the occupant load to exit through a main exit if a main exit exists. However, the Building Code also recognizes that multiple main entrances to a building may occur and allows for the exit capacity to be distributed among the provided exits. Although the Terminal building will contain several primary entrance/exits including Skylink stations and enclosed walkways, the exits will remain distributed throughout the Project due to the large size and arrangement of the building. 9. Exit Discharge a. Section 1027 of the IBC provides the requirements for exit discharge. Generally, existing exits discharge directly to the exterior of the building. 10. Security System Interface a. All means of egress for the Terminal building will be coordinated with security requirements. This includes new and existing egress door locking devices and maintaining a separation between the landside and airside passengers. b. Note that IBC Section 1008.1.9.7 does not permit delayed egress locks for doors serving assembly occupancies. 11. Exit Access

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 17

a. The existing Terminal building exit system design includes exit paths which pass through landside areas from the airside. G. Summary 1. The information contained herein outlines the major fire protection and life safety requirements as outlined in the applicable codes and standards.

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AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 18

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SECTION- 3: Terminal B- Architectural- Interior

Dallas - Fort Worth International Airport Terminal Renewal & Improvement Plan

Prepared For:

DFW Airport-Airport Development & Engineering 3003 South Service Road PO Box 612008 DFW Airport, TX 76251-2008 Desk-972-586-5846 | Cell-214-681-6977

Prepared by:

Corgan Associates, Inc 401 North Houston Street Dallas, TX 75202

Manning Architects 100 Crescent Court, 7th Floor Dallas, TX 75201

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 19

1 – PROJECT DESCRIPTION 1.1 Terminal B/B-D 1.2 Bid Alternates A. Lighting 1. In the base scope, LED light fixtures are called out in the form of recessed can and cove fixtures in public areas. DFW would like to have a cost estimate for changing these fixtures to T5 HO (high output) fluorescent fixtures in order to decide which fixture type is going to work best. B. Bag Claim Escalators 1. At the two Bag Claim Halls in Terminal B, the pricing team should include pricing for a single escalator at each hall that would take passengers from the Concourse Level to the lower roadway. The escalators will land in the lower vestibules to be adjacent to the elevators and stairs of the enhanced cores. Per TRIP Management direction, no work on this Bid Alternate is included in the Terminal B DD Package.

2- SUMMARY OF EXISTING CONDITIONS 2.1. General Description of Existing Conditions Related to MEP Systems

2.2. Structural- Not used

2.3. Architectural

Terminal B is occupied by American Eagle Airlines. It consists of 37 ATR/RJ gates, two Ticket Lobbies, two Security Checkpoints and two Bag Claim Halls on the Concourse Level. There is one major bag room and two separate make-up carousels on the ramp. While there are three existing TSA bag matrices on the Ramp, only one is actively being used. Baggage system operations will need to remain intact for open gates to function for the duration of construction. An abandoned Federal Inspection Services (FIS) area exists occupying the north end of the terminal building. There are existing abandoned FIS vertical cores at Gates B37 and B38/B39A that are enclosed in a storefront system. The original Air-trans stations and track at the Ramp Level are also abandoned. There is an Admirals Club in use on the Concourse Level near Gate B5. The Admirals Club will need to remain in operation throughout the entire construction process.

The following are a variety of former airline premium clubs that are currently used for various functions: • Former UA Red Carpet club on the concourse in the North Sky-Link station is currently used by AE for PAX Services and Unaccompanied Minors • Former JAL club on the ramp is currently used for USO activities • Former Continental Presidents Club on the concourse is currently used for TSA admin. offices

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 20

• Former TWA club on the concourse is currently vacant but used by AE for meetings • Former USAir club on the concourse is currently used for USO activities • Former BA club on the concourse landside is currently used by the Ambassadors

Curbside check-in is currently located on the lower level Departures Curb. Passengers drop off their bags and enter the Terminal through escalators up to the ticket lobbies and security checkpoints. Rental car shuttles as well as remote parking shuttles pick up and drop off passengers on the lower curb. The upper roadway, Arrivals Curb, is used by both private and commercial vehicles. Both curbs provide pedestrian access to the Terminal B parking garages.

The idea of moving the curbside check-in process from the lower to upper curb has been raised but not resolved. If this were to occur, this would involve facility and baggage system alterations, as well as coordination with the Curbside Allocation Team. This would be a major change and would involve a scheduling change.

The Connector Building between Terminals B and D consists of a corridor with three gates and shop/office space on the Ramp Level. Since this building was built in 1999 and expanded in 2005, the only TRIP work proposed for the B-D Connector is limited Building Systems replacement.

The abandoned AirTrans (“AA TrAAin”) station constructed in 1999 has a vertical core in the B-D Connector with a walkway over the Service Road to the station. No TRIP work is planned for this facility.

The A-B Sky-bridge connects to Terminal A via a vertical core at the B-D Connector. No architectural scope is included for the A-B Sky-bridge .

2.4. Interiors

The existing finishes for Terminal B are a combination of finishes from the 1999 construction of the B-D Connector and renovation of the Terminal up to Gate B-11 for American Airlines and the various finishes left from the 2005 airline relocations to Terminal D and the recent move of UA to Terminal E.

The passenger experience starts at the entries with dark framed storefront systems in combination with aluminum framed sliding doors and exposed concrete partitions. Once in the check-in area, exposed concrete columns and beams, and light grey painted gypsum board and laminate paneling create a neutral toned hard space. Blue is strategically used as signage and provides the most color breaking up the sterile neutral tones of the wall finishes. At the active South check-in area, terrazzo is poured in a tile- AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 21

like pattern, mimicking vinyl composition tile. The abandoned North check-in area is carpeted with different finishes than at the South Passenger Processing area.

Corridors between landside and airside are light grey paneled walls framed by the exposed concrete structure. The floors are terrazzo with the same pattern used in the South check-in area or carpeted to match the North check-in area.

Exposed concrete members continue throughout the space and separate the circulation from the hold room lounges. The south circulation has the same terrazzo pattern while the north circulation is carpeted to match the North check-in area. Hold rooms in many of the AE gates are carpeted in AA’s standard New Marble carpet in custom AA Blue color. Walls in these areas are either paneled in a light grey plastic laminate or a gypsum board wall painted to match adjacent panels. Hold rooms in the north part of the terminal do not match those in the south.

3- DESIGN ANALYSIS AND GUIDELINES 3.1. Architectural Areas of Design Concentration 3.1.1. Entry Vestibules

Existing 3.1.1.1. Existing escalators at the main entries, bringing passengers to and from the lower curbside to the Concourse Level Passenger Processors and Bag Claim Halls, will be removed. Most of the existing elevators will be replaced with either larger capacity elevators or with new cabs of the same size depending on the needs at each location.

3.1.1.2. Through the budget reconciliation process, DFW has requested further design services to review the entries and provide a series of enhancements that improve the passenger experience while further accentuating the entries over other Terminal access points. Further, DFW has allocated an additional $950,000 over the ‘Base Building Design’ per entry core as a budget to evaluate various additional building components. The Terminal A design team has developed a “prototype” for an “Enhanced Entry” that has been approved by TRIP Management for implementation in the three other terminals. This “prototype” has been incorporated into the Terminal B DD package except for the canopy which is still awaiting Terminal B TRIP Management direction to include. The “prototype” components consist of the following elements.

3.1.1.2.1. Canopies: In order to increase the level of service offered to passengers, a canopy has been designed to cover the upper level roadway crossing from the garage to the entry vestibule. Aspects of this canopy include:

• This canopy will attach structurally to the upper level roadway, on the garage side, using concrete columns that sit directly on existing AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 22

roadway structure. If there is no garage above the upper roadway, such as in the Terminal B “C” section, new independent columns will be constructed on the garage side to support the canopy. • The framing structure will be steel with the primary elements spanning from the new roadway columns to the existing building concrete towers. Secondary members will both span the primary member and also cantilever out to define the leading edge of the canopy. • Cladding of the canopy has not been fully determined but will probably be metal panels. • Lighting of the cross walkway is planned for the underside of the canopy.

3.1.1.2.2. Large Capacity Elevators: In each of the “enhanced entries”, the existing elevator will be replaced with a large capacity elevator within the existing elevator shaft. An additional large capacity elevator with new shaft will be constructed adjacent to the other large capacity elevator forming a vertical core with two elevators to replace the escalators.

3.1.1.2.3. Open Stair: An open stair from the concourse to the lower roadway level entry vestibule will increase the level of service to passengers entering from the lower roadway. This stair will open directly into the lower level roadway and be directly related to the elevator core at the upper level. This item will add to the size of the lower level vestibule. Walls will be glass allowing natural light in where possible.

3.1.1.2.4. Bridge Widening: This item includes the expansion of the pedestrian bridge connecting the upper level roadway to the Terminal building. This bridge will widen from its current size to the existing concrete towers. This would fill in the void left over from the removal of the landside escalators.

3.1.1.2.5. Vestibule Expansion: Once the bridge has been widened the upper level vestibule can increase in depth and width. This increase will help create better traffic flow in and out of the building as well as improve the thermal loss/gain. The walls of this increased vestibule are expected to be storefront where it faces the exterior.

3.1.2. Passenger Processors

3.1.2.1. Terminal B will have two Passenger Processing areas, a new one in the north and the other at the existing passenger processing area in the south. Both will be full service and offer the same level of service. These will be reconfigured to remove traditional linear ticket counters and replace them with self-service devices and passenger-assist counter positions. The layout is designed in such a way that there will be flexibility to allow passengers to drop their own bags on the baggage conveyors located behind the passenger-assist counters in the future.

3.1.2.1.1. Final design of the ticket counters, self service devices, and back-wall millwork is not complete. American Airlines is developing a self-service AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 23

process in which the passenger would tag his own bag. Because the operation has not been completely developed and approved by the TSA at this time, we do not have a final layout. At that time, a counter and back-wall design will be developed. Until then, $15,000 per two-position counter and $10,000 per back-wall, per counter should be allowed.

3.1.3. Security Screening Checkpoint (SSCP)

3.1.3.1. The two SSCP’s will incorporate passenger and baggage screening equipment that has been rotated from their existing orientations to be parallel to the face of the building. This will allow passenger queuing to occur without impeding the through traffic along the landside wall. Overhead rolling grilles will be located at the front of the X-ray machines in the SSCP in order to close the operation after hours. There will be no closure at the end of the re-composure area. This one overhead rolling grille is provided to eliminate the requirement for an emergency egress from the two rolling grille design. Each location has a private search area and 1 raised platform for better observation access.

3.1.4. Passenger Exits from the Sterile Area: A task force is currently involved in developing a design for adding a set of revolving doors, in tandem, at the bag claim exits in order to allow passengers to exit from airside to landside without the presence of a guard at the exit. Through the use of security cameras and sensors, the doors would not allow anyone to backflow from the landside to airside after traveling through the first set of doors.

3.1.4.1. In the current DD package, however, minimal work has been shown to change the exits from their existing conditions. We are, however, working to address accessibility issues. When the design for the exit portal has been completed, the cost associated with adapting these exits will be added as a change order.

3.1.5. TSA Oversize, Firearms and Pet Screening: There will be a TSA screening operation at each of North and South Passenger Processing areas. These screening operations will screen passenger firearms, passenger pets checked in for travel and all oversize bags both from the curbside check-ins as well as the concourse Passenger Processing areas.

3.1.6. Bag Claim Halls

3.1.6.1. The South Bag Claim Hall will remain in the same location and orientations as it exists today. The existing south claim devices will not be replaced.

3.1.6.2. The new North Bag Claim Hall is being designed around reuse of the current two existing claim devices. Current planning is for the flooring to be replaced with terrazzo.

3.1.7. Gate Lounges

3.1.7.1. Gate Lounges have been sized using current IATA standards for Class C Level of Service. American Eagle gate counters, electronic gate readers AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 24

and back-wall millwork will be re-used as much as possible.

3.1.7.1.1. While the Gate Lounge Boarding Layout has been finalized with American Eagle, we are still developing a set of standards with American Eagle to include some type of barrier at boarding doors in order to achieve agent control while the boarding process is underway. At this time we do not know if this will involve a full or partial height walls to achieve this requirement.

3.1.8. Restrooms 3.1.8.1. Unlike the other terminals, the DFW Concourse Restroom Renovation project was not completed in Terminal B. We understand that the project is being re-started by the Airport and will renovate all of the concourse restrooms that have not already been renovated. 3.1.8.2. The Airport’s Restroom Renovation project does not include a Family Restroom at the column 121-122 restrooms. The TRIP renovation project was charged with providing a new Family Restroom at this location. In the DD package, this Family Restroom is being provided by changing the access and doors to two existing single restrooms to create a new Family Restroom accessible to the sterile concourse walkway. 3.1.8.3. Construction of the new baggage system central Bag Room requires the construction of a new set of ramp restrooms for the Bag Room workers and the relocation of two single restrooms in the column 86-91 TSA Matrix. These will be designed to meet DFW Standards.

3.1.9. Concessions 3.1.9.1. One existing concessionaire, TGI Friday’s, located between column lines 32 and 35 in the South Sky-Link station will remain in place and operational throughout the TRIP project. 3.1.9.2. All other existing concessions spaces will become part of a new RFP for new concessions leases. If the space will be used as a concession in the TRIP project, the interior walls will be demolished and all finishes will be removed. Ceiling, floor and wall finishes will be removed leaving stud frame walls. New concessions spaces will provide a “shell” and be left unfinished for the future tenant. Existing exhaust units will be removed and the roof capped at the curbs (reference structural). All “in-line”, “freestanding” and “corner” concessions spaces will have a storefront frame around the side facing the Concourse. A temporary gypsum board wall and hollow metal door will infill the frame until the concessionaire builds out the space. 3.1.9.3. The Sky-Link stations will be reconfigured to accommodate new concessions “nodes” into the format. Built concessions spaces in the Sky- Link nodes will be held to Column Line E in order to provide a wider corridor and reduce congestion. 3.1.9.4. During the phased construction there will be temporary concessions kiosks AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 25

located in gate areas that will remain open. At this time, we do not know the make-up of temporary kiosks as this will be determined at a later date. All kiosks will require power and data, while the food and beverage kiosk will also require water, sewer, and grease connections. The TRIP project will only provide the space and the utility connections. The manufacturer of the kiosks will install and move them. 3.1.9.5. Concessions Amenities have not yet been located on the architectural plans but will be provided in the construction documents in the form of symbols and tags; utilities to these devices have not been coordinated at this time but will be coordinated during the construction document phase as well. Concessions will be providing the systems requirements at a later date. 3.1.10. Vertical Transportation 3.1.10.1. Many existing elevator shafts that are not being demolished will have their elevators removed and replaced with new machine-room-less elevators. Most existing escalators are being removed and the holes in the floors filled. Escalator pits will be demolished and the slab filled. 3.1.11. Tenant Moves 3.1.11.1. The Design Development Package does contain permanent moves for the following groups: 3.1.11.1.1. Ramp: 3.1.11.1.1.1. ERMC, the terminal’s maintenance vendor to the north end of the ramp area at the Airport’s direction. 3.1.11.1.1.2. EMR, the terminal’s elevator vendor required to move to construct the new central bag room. 3.1.11.1.1.3. Allied Aviation, AE’s fuel vendor required to move to construct the new central bag room. 3.1.11.1.1.4. Morphos Detection, the TSA’s maintenance vendor required to move to construct the new central bag room. 3.1.11.1.1.5. AE Aircraft Parts, necessary as a practical solution to keep the AE Parts operational at all times. 3.1.11.1.2. Concourse: 3.1.11.1.2.1. AA Credit Union, required to move to construct the new South SSCP 3.1.11.1.2.2. Executive Airlines Operations, required to move to construct the new North Passenger Processing 3.1.11.1.2.3. TSA Admin., required to move to construct the revised AE approved gate layout 3.1.11.1.2.4. TSA Uniform Store, requested by the TSA to relocate their existing store from Terminal C lower roadside location 3.1.11.1.2.5. TSA Training, requested by the TSA to relocate their existing large training room from Terminal A concourse AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 26

3.1.11.1.2.6. AE Vice President, required to move to construct the revised North Sky-Link PAC area 3.1.11.1.2.7. AE PAX Services and Unaccompanied Minors, required to move to construct the revised North Sky-Link PAC area 3.1.11.2. The Design Development Package does include the “swing space” construction required for temporary tenant moves. Much of this swing space construction is done in the vacant former F.I.S. areas in the north end of the terminal. 3.1.12. Service Animal Relief Area (SARA) 3.1.12.1. SARAs in Terminal B have not been addressed in the DD package. An allowance of $20,000 should be used for the general construction of two areas. 3.2. Interiors Recommended Upgrades 3.2.1. Ceilings 3.2.1.1. All ceilings will be removed in order to facilitate the replacement of building systems above. Existing suspended ceilings will be replaced with 2 foot by 4 foot suspended ceilings in back-of-house spaces. Existing light fixtures that have recently been replaced by a separate project are to be re-used if they meet the energy criteria. A 2 foot by 5 foot suspended ceiling system will be used in lieu of 2 foot by 4 foot in certain areas of public landside corridors and all gate lounges. In public areas, new design features made up of ceiling finishes and light fixtures similar to Terminal D enhance the passenger experience. These new design features occur at Passenger Processor areas, Bag Claim areas, and airside to landside exits, Sky-Link nodes and along airside circulation. Ceiling heights will be raised at Passenger Processor areas, airside to landside exits, and airside circulation at Sky-Link nodes. Cove lighting highlights the edges along airside circulation and strip lighting accents the ceiling lineation. A maple wood imitation ceiling element divides the airside circulation from the gate lounges. Metal ceilings will be used at the blue and yellow way finding identification elements and entry vestibules. 3.2.1.1.1. It was stated in the TRIP – Scope Reductions memo that the ceilings in the landside public areas, other than the Ticket Lobbies, should be changed from a 2 foot by 5 foot lay-in tile to a 2 foot by 4 foot lay-in tile in hopes of reducing cost. What we have found is that reducing the size actually increases cost due to an increase in grid material. A cost reduction can be gained by choosing a different ceiling tile material. 3.2.2. Flooring 3.2.2.1. An updated, large format terrazzo pattern is provided throughout the check-in areas, landside to airside circulation, Concourse circulation and gate counter queuing areas. Various shades of blue, grey and white terrazzo, matching the Terminal D color palette, contribute to the brightness of the space. As a cost reduction, the existing terrazzo at the airside circulation to the Sky-Link nodes will remain.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 27

4. PHASING 4.1. Priorities (Phasing Design Criteria) Key priorities established during the concept and schematic design phases: • All Sky-Link station platforms are understood to be operational and accessible during all phases of construction. • All BHS systems shall remain operational throughout the TRIP process. A new BHS with a center Bag Room will be constructed and installed during Phase 1 of the TRIP Terminal B program. Phase 2 cannot start until the new BHS is operational and the new North Passenger Process area is operational with the existing “B” section Passenger Process area BHS connected to the new BHS system. • All newly renovated and built DFW Telecommunications Rooms shall remain operational throughout the TRIP process. • Concessions space not yet programmed shall be demised and secured for future use. • The existing Terminal B Admirals Club is to remain operable and accessible throughout the TRIP process. • Interim/End-state airline operation support areas shall remain functional during construction phase.

4.2. Implementation Strategy The following list depicts the strategy for implementation during the TRIP process: • Overall landside approach assumes the construction zones are considered non- secure areas not requiring badges to access; however SIDA lines must be maintained. • The parking garage will be closed during part or the full duration while the adjacent portion of the TRIP is being performed, except for possible valet parking. • Upper and lower level roadways adjacent to the Terminal are to be closed to the public during the TRIP construction. Terminal Link access will be provided at the lower level roadway through the construction zone. These points have not been coordinated with the team planning the curbside allocations. • Soft-gate and Ramp Level areas within the secure zone requiring work will require Contractor and personnel to have badge through the airport procedures. • Airside materials transfer is to be coordinated with DPS and TSA in accordance with the airport procedures. • Landside materials transfer is to be accommodated through the service road access points at each Terminal.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 28

• Fire lanes, both airside and landside, are to remain operational throughout the scope of the TRIP.

4.3. Interim Considerations: During the TRIP process, the following in-phase considerations are understood: • Where construction is required adjacent to an operable gate, a soft-gate concept has been implemented. The intent of the soft-gate is to allow active gates to remain operational and allow minimal queuing areas for passenger loading and unloading. Temporary gate lounges and ticket counters will be located in adjacent active Terminal locations. Renovation of associated finishes, lighting and fire protection within this area to be completed during non-operational hours. • All electrical and mechanical rooms are understood to be replaced and the capacity not available during the active phase, unless no work is to be performed (newer equipment), or the work for that particular room was completed during a previous or enabling phase. • Drawings define scope of construction efforts for the duration of the phases.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 29

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SECTION-4: Terminal B- Mechanical (HVAC) Systems

Dallas - Fort Worth International Airport Terminal Renewal & Improvement Program

Prepared For:

DFW Airport- Airport Development & Engineering 3003 South Service Road PO Box 612008 DFW Airport, TX 76251-2008 Desk-972-586-5846 | Cell-214-681-6977

Prepared By:

Campos Engineering, Inc. 1331 River Bend Drive Dallas, TX 75247-4962 TBPE Registration No. F-001731 =

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 30

1. Mechanical Design Narrative

A. Background

The Terminal Renewal and Improvement Program (TRIP) for Terminal B includes a complete Terminal infrastructure upgrade intended to provide building systems with an approximately 30 year useful life. The TRIP includes complete replacement of the mechanical systems throughout the terminal with the exception of selected systems that are approximately 10 years old or less and have been assessed as being in good or excellent condition. (In these cases, new controls will be provided for the existing equipment to match the new building controls system being provided as part of the TRIP upgrades.) New chilled and heating hot water piping connections will be provided as applicable. The chilled and heating hot water main piping loops throughout the Terminal also will be replaced as a part of TRIP, under a separate contract. The new chilled water and heating hot water main piping loops will be installed prior to the rest of the TRIP construction. The mechanical design will implement the DFW Green Building Standards into the design as applicable.

In summary, all mechanical systems within Terminal B will be replaced unless noted otherwise. The HVAC systems to be replaced include, but are not limited to, the following: air handling units and all associated apparatus, ductwork, fan powered and induction air terminal boxes, control dampers, reheat coils, hydronic main and branch piping, air devices, valves, direct digital controls (DDC), and fire dampers.

B. Mechanical Systems

1. Chilled and Heating Hot Water System:

As mentioned above, new chilled water and heating hot water piping main loops will be installed under a separate contract prior to the main TRIP construction. These new main piping loops will be located in the old tramway right of way on the Ramp level and will have capped piping taps at multiple locations that will be extended into Terminal B during the main TRIP construction. The new branch piping mains will be routed through the Ramp level and up mechanical chases to mechanical rooms on the Third level. Additional branch piping will be distributed to all equipment requiring chilled water and heating hot water on the Ramp, Concourse and Third levels. Heat tracing will be provided for all chilled and heating hot water branch piping on the Ramp level exposed to ambient conditions.

2. Air Handling Systems:

a. Thirty-two (32) new air handling units ranging in airflow capacity from 5,000 to 44,000 cfm will be provided to serve the majority of the Concourse and Ramp levels. b. Each new air handling unit shall be a complete unit consisting of chilled water cooling coils, supply fan array, variable frequency drives, pre-filters, and final filter sections. They will be double wall, insulated construction. All of the units AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 31

will be located in the Third level mechanical penthouses. Additional information, including acceptable manufacturers, can be found in the project specifications. c. The air handling units have been sized and zoned to serve either the Ramp or the Concourse level. A Concourse air-handling unit will not serve the Ramp level, or vice versa. d. The air handling units serving the Concourse level have been sized to meet their respective load requirements, or to provide a minimum of 1.8 CFM/SF for public assembly areas such as baggage claim, security screening, hold rooms, and circulation areas, whichever is the larger.

3. Air Distribution:

a. The primary supply air from the air handling units will be distributed through the building to terminal boxes with medium pressure ductwork. Each individual zone will be served by a terminal box, either a fan-powered VAV box with hot water reheat coils or cooling only VAV box. b. Supply ductwork downstream from terminal boxes will be low pressure class. c. Final run out connection to each air device shall have insulated flex duct unless noted otherwise (5 ft. maximum length). d. Enclosed building shafts (mechanical shafts) will be used to distribute ductwork vertically from the Third level down to the Ramp level. e. Routing ductwork and hydronic piping across the B and C column lines is extremely difficult due to existing low structural beams running along these column lines. However, these beams do not exist at the “wedge” spaces and in the high bay areas. Ductwork and piping will typically be routed across the B and C column lines at the wedge areas. The wedge areas will have a lower ceiling to accommodate the ductwork and hydronic piping. f. Routing ductwork and hydronic piping across the numbered column lines to serve many of the public areas is difficult due to existing low structural beams at the numbered column lines. In these cases, the ductwork and piping will run parallel to the lettered column lines. Many of the proposed ceiling heights in the public areas of the terminal are higher than the existing low structural beams. Ductwork and hydronic piping crossing the numbered column lines will be located in the open space of the double “T” construction, located above the existing structural beams.

C. Miscellaneous Mechanical Equipment

1. The exhaust systems will consist of exhaust fans located in the Third level mechanical penthouses or on the Ramp level. Separate exhaust fans will serve different areas of the terminal based on their function.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 32

2. Heating hot water units or cabinet heaters will be provided for the Third level mechanical penthouses, exposed ramp level baggage handling areas, and stairwells.

3. Electric radiant heaters will be provided for the ramp level curb side baggage check in areas.

4. The Third level mechanical penthouses will be ventilated by one of the following methods: a. Inline exhaust fans will draw outside air into the penthouse through roof mounted intake hoods and exhaust it through a roof mounted exhaust hoods. b. Inline exhaust fans will draw return air from the Concourse level through intake louvers located in the clearstories adjacent to the penthouse and exhaust it through roof mounted exhaust hoods.

5. Combination fire/smoke dampers and fire dampers will be provided where required by NFPA 90A and IBC 2009.

6. Duct smoke detectors will be provided at each air handling unit mounted in the supply and return airstream (furnished by fire alarm contractor and installed by mechanical contractor).

D. Control Systems

1. A complete new DDC control system shall be provided that will integrate Terminal B with all other terminals and the Energy Plaza, and allow all terminals to function as a single campus control system that is BACNET compatible.

2. New DDC controls will be provided for each new air-handling unit, terminal box, control valve, etc.

3. The controls for existing equipment to remain will be retro-fitted with new DDC controls where specified and described below.

E. Mechanical Systems for Specific Areas

1. TSA Areas:

a. Currently, there are six chilled water- heating hot water air handling units on the Ramp level that serve TSA specific areas. Four of these air handling units are to remain and two will be removed. There are three existing TSA baggage matrix areas and associated resolution rooms on the Ramp level that are to remain, the B1, B2, and B3 Baggage Matrix and Resolution Rooms. b. The B1 and B3 Baggage Matrix rooms are currently abandoned and have ventilation only without mechanical cooling. Their respective resolution rooms AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 33

are conditioned by one of the TSA air handling units. These two matrix rooms will remain abandoned, but new DDC controls will be provided for the existing ventilation fans and louvers. c. The B2 Baggage Matrix and Resolution rooms will be active for screening all of the baggage in Terminal B and will be provided with conditioned air from a new air handling unit located on the Third level in a mechanical penthouse. This air handling unit also will serve adjacent TSA spaces, including the B2 Resolution room. d. New chilled and heating hot water piping will be provided from the new main piping loops to the four TSA air handling units to remain. e. All existing TSA mechanical equipment to remain will be retrofitted with new DDC controls.

2. Concession Areas:

a. Each concession space will be provided with 1.8 CFM/SF of supply air. A branch duct off the supply main will be sized accordingly and will be extended just inside the concession space and capped airtight. The build-out of the concession space will be the responsibility of the concession tenant. Any cooling needed above the 1.8 CFM/SF also will be the responsibility of the tenant. b. Each Concession also will be provided with a 2” chilled and 1” heating hot water line, each with a valve and cap routed just inside the Concession space. The allowable design flow is TBD gpm for chilled water and TBD gpm for heating hot water.

3. B-D Connector Building:

a. The HVAC systems serving this building were assessed as being in good or excellent condition and, in accordance with the TRIP MEP Systems Guidelines, are not to be replaced. The existing mechanical equipment will be retrofitted with new DDC controls.

4. Oncor Transformer Vaults and Switchgear Rooms:

a. Each third floor Oncor transformer vault and switchgear room has an exhaust fan and multiple ventilation inlet hoods and transfer air openings. New inlet ventilation hood, transfer air openings with fire dampers, and exhaust fans will be provided.

5. American Airlines Communication Rooms:

a. Dedicate cooling only variable volume terminal units will be provided for all American Airlines Communication Rooms.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 34

6. DFW Communication Rooms:

a. The new DFW Communication Rooms are being installed as part of an enabling project prior to the TRIP construction. The HVAC units serving these rooms are to have both DX and chilled water coils and will operate with the DX coil during the TRIP construction. As part of the TRIP construction, new chilled water lines will be routed and connected to these units. After construction, the units will use the chilled water coil with the DX coil as back-up.

7. Gatehouses:

a. Packaged terminal air conditioning (PTAC) units serving the Ramp level gatehouses will be removed and replaced with equipment of equal type and capacity.

8. Stinger Building:

a. A new Stinger Building will be constructed as a parallel project. The TRIP project will provide new chilled and heating hot water piping to a point of connection at the Ramp level for the build-out of the Stinger Building.

9. Sky-Link Stations:

a. The North and South Sky-Link stations are served by air handling units, heating hot water and chilled water heat exchangers, pumps, and smoke evacuation fans located in the mezzanine level mechanical rooms. Multiple variable air volume (VAV) boxes with hot water reheat coil serve the platform level, mechanical rooms, Concourse level, and Ramp level. Several Concourse level VAV boxes and associated piping and ductwork will be removed and replaced. All other Sky- link mechanical systems will remain and be retrofitted with new DDC controls. b. The existing chilled and heating hot water main piping serving the Sky-link mechanical system heat exchangers will be reconnected to the new hydronic mains.

10. Boarding Bridges:

a. The boarding bridges and fixed walkways are not part of the TRIP scope of work. Three gates will be relocated as an enabling project, prior to the TRIP construction. The mechanical systems for the fixed walkways will be provided as part of the boarding ridge relocation.

F. Mechanical System Design Criteria

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 35

1. The mechanical system design will comply with applicable codes and standards which include, but is not limited to, the following: a. ASHRAE: American Society of Heating, Refrigeration, and Air-Conditioning Engineers b. DFW Green Building Standards c. DFW Airport Building Code – IBC 2009 d. DFW Mechanical Code – IMC 2009 e. DFW Energy Code – IECC 2009 f. Latest editions of NFPA g. TRIP MEP System Guidelines

2. HVAC System Design Criteria a. Outdoor Design Weather Conditions: Ambient weather conditions per 2009 ASHRAE Fundamentals for Dallas/Fort Worth International Airport, Texas. NF Winter Design (99.6 percent design conditions): 20. 3ºF. OF Summer Design (0.4 percent design conditions): 100.4 ºF and 78.6 ºF WB PF Altitude: 597 feet above sea level

b. Indoor Design Conditions NF Public Areas (Concourse Level): Winter Design: 72.0ºF. Summer Design: 75.0ºF at 50% relative humidity

2) Non-Public Areas: Restrooms, Janitor Closets, Locker Rooms (Concourse, Ramp and Third Levels): Winter Design: 72.0ºF. Summer Design: 75.0ºF

3) Non-Public Maintenance Areas (Ramp and Third Levels): Winter Design: 70.0ºF. Summer Design: 78.0ºF Room Pressure: Slightly negative pressure to adjacent spaces

4) Electrical Rooms (Ramp and Concourse Levels) and Comm. Rooms (Ramp, Concourse and Third Levels): Winter Design: 68.0ºF. Summer Design: 88.0ºF Room Pressure: Slightly positive pressure

5) Mechanical/Electrical Rooms (Third Level) and Baggage Handling (Ramp Level): Winter Design: 55.0ºF. Summer Design: Ventilated (Ambient Temperature plus 10ºF) Room Pressure: Slightly positive pressure

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 36

c. Outside Air Criteria 1) Outside airflow will be sized for 25% outside air or ASHRAE 62.1-2010 if greater. Enough makeup air will be provided to offset exhaust air losses to maintain slightly positive pressure. 2) Airport Waiting Areas: 7.5 CFM/Person + 0.06 CFM/SF (22 SF/Person) 3) Airport Circulation Areas: 7.5 CFM/Person + 0.06 CFM/SF (40 SF/Person) 4) Airport Office Areas: 5 CFM/Person + 0.06 CFM/SF (200 SF/Person) 5) Airport Lobbies: 7.5 CFM/Person + 0.06 CFM/SF (22 SF/Person) 6) Non-Public Corridors: 0.06 CFM/SF 7) Baggage Claim Areas: 7.5 CFM/Person + 0.06 CFM/SF (40 SF/Person) 8) Break-rooms: 5 CFM/Person + 0.06 CFM/SF (40 SF/Person) 9) Storage Areas: 0.12 CFM/SF

d. Exhaust Airflow 1) Exhaust airflow for Toilet and Concourse and Ramp level will be based on ASHRAE 62.1-2010. 2) Minimum ventilation air for restrooms will be 70 CFM per urinal or water closet per IBC 2009.

e. Existing Building Envelope 1) The existing building envelope construction is to remain. Existing building walls, roofs, floors, insulation, and glazing will not be upgraded to meet current Energy Codes as part of TRIP except for new entries into the building on the Concourse level. a) Wall: U-Value: 0.246 BTU/hr-ft2-ºF Wall heat gain to plenum: 25%

b) Roof: Roof: U-Value: 0.09 BTU/hr-ft2-ºF

c) Windows: U-Value: 0.588 BTU/hr-ft2-ºF Shading Coefficient: 0.811

f. Internal Loads 1) Lighting: 1.1 W/SF 2) Equipment: As identified for each specific area

3. Chilled/Heating Hot Water Design Criteria a. Velocity: Not to exceed 10 FPS b. Head Loss: Not to exceed 4.0 FT Per 100 FT AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 37

c. Chilled Water EWT/LWT: 38 ºF/62 ºF d. Heating Hot Water EWT/LWT: 180 ºF/120 ºF

4. Ductwork Design Criteria a. Medium Pressure Supply Ductwork: 1) Velocity: 2,000 FPM – 2,500 FPM 2) Friction: 0.25 IN Per 100 FT Duct 3) Pressure Rating: plus 4 inches b. Low Pressure Supply Ductwork: 1) Velocity: 1,000 FPM 2) Friction: 0.08 IN Per 100 FT Duct 3) Pressure Rating: plus 2 inches c. Return and Exhaust Ductwork: 1) Velocity: 1,000 FPM 2) Friction: 0.08 IN Per 100 FT Duct 3) Pressure Rating: minus 2 inches

5. Energy Code Design Criteria

1. The mechanical design shall meet or exceed the requirements of 2009 IECC and ASHRAE 90.1-2007.

2. Maximum fan brake horsepower or nameplate horsepower shall comply with ASHRAE 90.1 (2007), Table 6.5.3.1.A.

3. DFW Airport is classified in ASHRAE 90.1 (2007) as Zone 3A. The existing building (envelope, insulation, windows, etc.) is not being upgraded as part of TRIP therefore, the building will not meet the Energy Code.

4. As directed by DFW Airport, airside economizers are not to be provided for the air handling units.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 38

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SECTION - 5: Terminal B- Plumbing Systems

Dallas - Fort Worth International Airport Terminal Renewal & Improvement Program

Prepared For:

DFW Airport-Airport Development & Engineering 3003 South Service Road PO Box 612008 DFW Airport, TX 76251-2008 Desk-972-586-5846 | Cell-214-681-6977

Prepared By:

M.E.P. Consulting Engineers, Inc. (MEPCE) 2928 Story Road West, Irving , TX 75038

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP SA-10 –Terminal B- 95% Design Development Package - Design Narrative Date: July 15, 2011 39

1. Plumbing Design Narrative

A. Abandoned Plumbing

1. All existing abandoned plumbing items (pipe, fixtures, equipment, etc.) shall be demolished and removed. No abandoned plumbing items shall remain in the Terminal after the completion of the TRIP project. B. Storm Drainage Piping

1. The Contractor shall review and test the condition of existing storm drainage piping. All underground piping shall be examined by camera. Provide access points for cameral inspection as necessary. Above grade piping shall be tested by smoke or alternate method to determine water tightness. Above grade piping shall be examined for proper slope, support, integrity and insulation. 2. Any damaged or missing insulation shall be replaced. Any damaged or missing hanger or supports shall be replaced. Damaged pipe or joint clamps shall be replaced. Improperly, negative, sloped pipe shall be re-sloped at 1 percent minimum. 3. Where existing pipe is rerouted, relocated, etc., existing pipe size and slope shall be maintained. 4. All new above ground pipe shall be hubless service cast iron. Couplings for joints shall consist of stainless steel shield and worm drive clamps with neoprene gasket. Minimum 4 clamps per coupling up to 4 inch pipe, 6 couplings for larger. C. Sanitary Sewer

1. All above grade sanitary sewer and vent piping shall be demolished except for piping located in wet wall and chases remaining in place. 2. The Contractor shall review and test the condition of existing sanitary sewage piping. All underground piping shall be examined by camera. Provide access points for cameral inspection as necessary. Above grade piping remaining in place shall be tested by smoke or alternate method to determine water tightness. Above grade piping remaining in place shall be examined for proper slope, support, integrity and insulation. 3. All new above ground gravity drain and vent pipe shall be hubless service weight cast iron. Couplings for joints shall consist of stainless steel shield and worm drive clamps with neoprene gasket. All gravity drains shall have a minimum 2 percent slope. Minimum 4 clamps per coupling up to 4 inch pipe, 6 clamps per coupling for larger. All new force mains shall be type ‘L’ hard drawn copper or black steel piping. Provide cleanouts at all changes in direction. 4. Where not possible to gravity drain directly to underground sanitary sewer mains, sanitary sewage shall gravity drain to sewage ejector systems and be pumped overhead on the Ramp Level to the Terminal landside exterior. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 40

5. Condensate from Air Handlers and packaged units serving Rotundas and Passenger Boarding Bridges will be collected and routed to Sanitary Sewer. Note that such lines exposed on the Ramp Level will require electric heat tracing and insulation for freeze protection. 6. Exposed sanitary waste on the ramp level will be also being electrically heat traced and insulated.

D. Grease Waste

1. General

a. The existing grease waste system is in disrepair, improperly sloped, etc., and in need of replacement. Additionally, new concession locations are beyond distances capable of being gravity drained and/or limited by obstructions.

b. All existing grease waste piping, associated vent piping, and hangers will be demolished.

c. New grease waste piping, vents and sump pump systems will be provided to connect new concession spaces to new grease interceptors located on the Terminal landside.

d. A stub-out, 4 inches, shall extend to the edge of each Concession Space for future use. Refer to Concessions Service Matrix in Appendix for a list of spaces. The stub-out will be at an elevation to allow extension by concessionaire to the far corner of the concession box while maintaining minimum 2 percent slope. 2. Materials

a. All new above ground gravity drain and vent pipe shall be hub-less service weight cast iron. Couplings for joints shall consist of stainless steel shield and worm drive clamps with neoprene gasket. All gravity drains shall have a minimum 2 percent slope. Minimum 4 clamps per coupling up to 4 inch pipe, 6 clamps per coupling for larger. All new force main shall be type “L” hard drawn copper. Provide cleanouts at all changes in direction. 3. Grease Waste Sump Pumps

a. Where not possible to gravity drain directly to interceptors, grease waste shall gravity drain to sump pump systems and be pumped overhead on the Ramp Level to the Terminal landside exterior. Pumps will have control panel alarm to Terminal BEMS. Immersion heater with automatic temperature control, gasketed manhole and access platform with ladder around basin. Grease waste sump pumps (duplex) will sit on top of the ramp (no excavation). Pumps will be tied into the Terminal BEMS.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 41

Sumps and piping will be electrically heat traced to keep grease in a fluid state. Adequate access will be provided around the sump pumps. 4. Grease Interceptors

a. The existing grease interceptors do not have sufficient capacity based on current codes and proposed concession space arrangements. The existing underground grease interceptors will be demolished and replaced with larger units. Interceptors at new locations will also be provided. Work will include new vent lines, sample wells, etc., for a complete system. E. Combined Domestic Water/Fire Protection Entrance

1. New 10” cement lined, ductile iron supply lines will be installed from the street main to new and existing valve rooms. All valve rooms shall be above grade. All piping and valves in the valve rooms will be new. A new 10 inch, cement lined, ductile iron pipe will be brought up to the Ramp Level existing riser room. The room below grade will be abandoned in place with the exception that the new main will be traveling through the room. No valve of any kind will be allowed to remain in the existing valve “pit”. The plumbing engineer will route the main to Ramp Level. F. Domestic Water

1. General

a. All existing above grade domestic water piping (including domestic hot water supply and return) shall be demolished except for piping located in wet wall and chases remaining in place.

b. Domestic water lines, 4 inches and less, shall be Type K copper below grade and Type L copper above grade. Fittings shall be cast or wrought copper. No pulled tees. Joints shall be tin-antimony silver solder (95-5) no lead.

c. Domestic water lines, larger than 4 inches, shall be Schedule 40 black steel above grade and ductile iron with mechanical joint below grade. 2. Water Service Entrances

a. Domestic water services currently enter the Terminal through underground pits. The domestic water service, 6 inches, shall be tapped off the combined line and routed through a 4 inch double check backflow preventer. A 6 inch domestic water supply manifold shall be provided at each backflow preventer with a 4 inch concession branch, 4 inch domestic water branch, 2 inch irrigation branch and 4 inch spare tap. 3. Concessions Domestic Water

a. New and existing concession spaces shall be provided domestic water from a dedicated domestic water line. A 4 inch concessions line shall

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 42

originate from each new valve room and extend a portion of the length of the Terminal on the Ramp Level. 2 inch Branch lines shall extend from the line to each Concession Space as noted in Concessions Service Matrix. Refer to Appendix. An isolation valve will be provided at the main for each branch line. Branch lines shall turn up through the Concourse floor within each concession space and be capped 12 inches above finish floor. Assume branch lines turn up in far corner from public access of each concession space. 4. Distribution

a. A 4 inch domestic water line shall extend from each valve room and run the portion of the area of the Terminal it serves. Concourse branch lines shall extend from the line to risers serving fixtures groups on the Ramp and Concourse Level. For existing fixture groups/wet walls, the branch line shall be the same size as the existing line at each wet wall. Shutoff valves shall be provided for all branch lines.

b. A 2 inch domestic water for irrigation line shall extend from each valve room to the Terminal landside. A double check backflow preventer will be provided for each line. A double check backflow preventer will be provided for each line.

c. New domestic cold water lines will be routed to each of the Rotundas and to the end of the passenger boarding bridges. These lines will be heat traced and insulated for freeze protection.

G. Domestic Hot Water

1. All existing above grade domestic hot water piping (supply and return) shall be demolished except for piping located in wet wall and chases remaining in place. 2. General

a. Domestic hot water lines, 4 inches and less, shall be Type L copper above grade. Fittings shall be cast or wrought copper. No pulled tees are allowed. Joints shall be tin-antimony (95-5) no lead.

b. Domestic hot water lines, larger than 4 inches, shall be Schedule 40 black steel above grade. 3. Domestic Hot Water Heaters

a. Domestic hot water is produced using water to water heat exchangers on the Third Level. Six active and 2 inactive heat exchangers currently exist. The existing heat exchangers, piping, control valves, recirculation pumps, etc., will be demolished. It is anticipated that nine (9) new heat exchangers, with required piping, control valves, recirculation pumps, etc., will be provided on Third Level. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 43

4. Distribution

a. Each domestic hot water heat exchanger/domestic hot water return loop shall be equipped with a recirculation pump. All wet parts shall be all bronze or stainless steel. Pump starter shall connect to BEMS.

b. A domestic hot water main shall drop from each hot water heat exchanger to the Concourse Level and extend the length of the Concourse area that it serves. A domestic hot water return main will be routed from the end of the hot water supply back to the hot water generator. Branch lines shall extend from the header to risers (supply and return) serving fixtures groups on the Ramp and Concourse Level. For existing fixture groups/wet walls, the branch line shall be the same size as the existing line at each wet wall. Shutoff valves shall be provided for all branch lines (supply and return). Branch return lines shall be equipped with balancing valves where they connect to the riser or line if direct connects. H. Used Yellow Grease Cooking Oil Collection

1. Used yellow grease will be deposited into barrels on the Concourse level. These barrels will then be moved to the ramp level for pickup and disposal. I. Insulation

1. Insulation shall be continuous along length of pipe including through all hangers, penetrations, etc. J. Heat Tracing

1. Freeze Protection

a. A heat trace system for freeze protection shall be provided on all domestic cold water, domestic hot water supply/return and sanitary sewer in non-conditioned spaces and/or outdoors. The system shall include self- regulating parallel resistance heating cables, thermostats, connection kits (including power, splice, end seal, etc.), and controllers. System shall be sized and installed in accordance with manufacturer’s recommendations to maintain 40 degrees F pipe temperature at 15 degrees F ambient. Controllers shall be electronic with ground fault protection and shall monitor/alarm temperature, ground fault and amperage. Controller shall send alarm to Terminal BEMS system. 2. Grease Flow Maintenance

a. A heat trace system for freeze protection and to prevent grease/oil from coagulating shall be provided on grease waste piping, grease waste force mains and cooking oil extraction lines regardless of location The system shall include self-regulating parallel resistance heating cables, line sensing thermostats, connection kits (including power, splice, end seal, etc.), and controllers. System shall be sized and installed in accordance with manufacturer’s recommendations to maintain 110 degrees F pipe AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 44

temperature at 15 degrees F ambient for pipe in non-conditioned space. System shall be sized and installed in accordance with manufacturer’s recommendations to maintain 110 degrees F pipe temperature at 60 degrees F ambient for pipe in conditioned spaces. Controllers shall be electronic with ground fault protection and shall monitor/alarm temperature, ground fault and amperage. Controller shall send alarm to Terminal BEMS system. Heat trace circuits shall warm piping in both conditioned and non-conditioned spaces be split and non-conditioned spaces (i.e., a single circuit/thermostat shall serve entirely either pipe in conditioned spaces or non-conditioned spaces). Heat trace circuit length shall include 75 foot allowance at each concession space. K. Elevator Sump Pumps

1. Elevators installed before 9/1/93 will not be affected. No new sump pumps will be added to these elevators. 2. Modification of an existing elevator cab or wiring will not require the addition of a new sump pump. 3. Modification/Alteration of an existing hoist way will require a new sump pump. 4. Addition of a new elevator will require a new sump pump. 5. New sump pumps shall meet the requirements of ASME A17.1-2007, the Safety Code for Elevators and Escalators as follows:

a. The pump will work automatically without human intervention (no barrel or drum to be emptied).

b. The pump shall be capable of removing 3000 Gallons/hr (50 GPM) of waste water per elevator in the same hoist way.

c. The water pumped shall be removed to a point outside of the hoist way to a sand-oil separator.

d. The sump pump shall be mounted below the floor of the hoist way and be covered with a grate flush with the floor of the hoist way. 6. Discharge piping for the sump pumps shall be as per specifications 7. Sumps for the sump pumps shall be as shown on structural drawings. L. Phasing and Make Ready Packages

1. The Terminal shall be renovated and improved in separate phases. It is currently anticipated that this will include 3 major phases. Sub-phasing within each major phase has not been determined. 2. Although the phasing lines will be located to minimize terminal disruptions, it is likely that plumbing utilities will continue across phase lines. Temporary provisions and relocations will be required to maintain service. The Contractor shall survey all utilities crossing phasing line to determine the impact of utility outages.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 45

M. Select Rooms and Miscellaneous Equipment

1. American Airlines (AA) Main Equipment Room (MER)

a. Large data room on Third Level. Existing CRAC units, 2, to be replaced. Existing domestic water lines for CRAC unit humidifiers to be replaced to line. Provide domestic water lines with new reduced pressure backflow preventers from header to new CRAC units.

b. Relocate any plumbing lines passing through or over. 2. Chilled Water Pump Rooms

a. Two new chilled water pump rooms will be installed on the Ramp Level. Provide new floor drains at each pump and connect to existing unders-lab sanitary sewer. Saw cut slab. Provide new sanitary vent lines for floor drains and connect to existing vent system. Provide electronic trap primer controllers with trap primer like routed to for each floor drain. 3. Materials Management Warehouse – Terminal C

a. The construction for the Materials Management Warehouse will be performed in Phase 1. The approximately 10,300 square foot space will include supply rooms, a men’s locker room, a 115 women’s locker room, a break-room. It is anticipated the locker rooms will include 2 lavatories each, 2 water-closets in women’s, 1 water closet and 1 urinal in men’s, and 1 shower each. The break-room is anticipated to include 1 kitchen sink with disposer, connection for coffee maker, connection for refrigerator icemaker and 1 dishwasher.

b. The existing glycol piping routed through this area is to be demolished. All gates connected to the demolished piping shall be reconnected to a new header. A new 8 inch header will be extended from the utility tunnel to the Terminal face and extended along the perimeter as far south as necessary to reconnect gates on the demolished piping.

c. All plumbing lines passing through the new space shall be replaced. It likely will be necessary to construct the new lines parallel to the existing lines so as to not interrupt service to the remainder of the terminal. 4. American Airlines Communications Rooms (TR Rooms)

a. Each space will receive a new 1/2 horsepower fan coil unit. Contractor to provide sanitary drain and vent to receive condensate from fan coil unit. 5. Oncor Vault Rooms

a. The Oncor rooms consist of a transformer room and separate switchgear room.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 46

b. All existing pluming should be rerouted around both transformer and switchgear rooms.

c. Existing plumbing shall be demolished from the switchgear rooms.

d. Existing plumbing in transformer rooms shall be demolished at the transformer room wall and capped. 6. American Eagle Bag Building

a. The American Eagle Bag Building currently located at the north end of Terminal A, will be demolished during Phase 1. All associated plumbing lines, devices and equipment will be demolished. 7. Miscellaneous Plumbing Fixtures

a. Gatehouse and Break-rooms: Kitchen sinks with disposers and electric water coolers shall be replaced with new. Existing water heaters will be replaced with new water heaters.

b. Hose Bibb: All freeze-proof and standard hose bibbs shall be replaced throughout the Terminal.

c. All floor drains shall be cleaned and provided with new grates.

d. Passenger Entrances: All electric water coolers will be replaced with new. 8. Gates (Potable Water Cabinets and Eyewash).

a. A 1 inch potable water line shall extend from the potable water header to the potable water cabinet located at each gate.

b. Three tepid water loops shall be extend across the airside face of the Terminal. Loops shall be per phase with a master mixing valve and recirculation pump each. 9. Oil Interceptors

a. All oil interceptors shall be replaced in kind. 10. Concourse Public Restroom

a. The Concourse Level public restrooms have been recently upgraded. The replacement is believed to include fixtures, but not wet wall piping. Contractor shall examine and inventory all existing fixtures and their current condition prior to beginning any work. A list of fixtures requiring repair shall be provided to project management for further direction.

b. Contractor shall inspect all wet wall piping and report any deficiencies to project management.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 47

c. All domestic water, sanitary sewer and vent not in chase walls shall be replaced. 11. Starters: Provide starters for all plumbing equipment 12. All ball and globe valves to be bronze with stainless steel trim. 13. Minimum 36 inch clearance must be maintained above all conveyors 14. All plumbing for existing concession spaces shall, except TGI Fridays to be demolished back to mains. 15. Parking Garage

a. New area drain(s) will be added.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 48

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SECTION- 6: Terminal B- Electrical System

Dallas - Fort Worth International Airport Terminal Renewal & Improvement Program

Prepared For:

DFW Airport-Airport Development & Engineering 3003 South Service Road PO Box 612008 DFW Airport, TX 76251-2008 Desk-972-586-5846 | Cell-214-681-6977

Prepared By:

M.E.P. Consulting Engineers, Inc. (MEPCE) 2928 Story Road West, Irving , TX 75038

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 49

2. Electrical Design Narrative

A. General Information

1. This System Design Narrative is written to support the Design Development (DD) Drawing package and Specifications and documents information anticipated in the TRIP Phases 1 through 3 Scope of Work. For further information regarding the current Electrical System requirements, refer to Specification Section 26 05 00 and the EP and EL Series Drawings. It should be understood that further design and coordination may result in details currently not documented in the Drawings, Specifications, or Narrative. B. Power

1. General

a. Redundant services are provided from the airport electrical distribution system to Terminal B. The electrical distribution system for Terminal B is supplied by 7 Oncor electrical rooms: 2 located on the Ramp Level 4 located on the Third Level and one on the ramp level of the FIS corridor. These rooms supply the power throughout Terminal B. Primary (medium) voltage is supplied to the double ended unit substations, configured in a Main-Tie- Main (M-T-M) configuration via oil-filled air-cooled distribution transformers at 480 Volt, 3 phase secondary utilization voltage. Transformers, main breakers, and bus on each side of the tie breaker are sized to serve the total service load. Oncor revenue metering is installed between the M-T-M load bus (es) and the distribution bus (es). The primary services, transformers, etc., up to and including the Main-Tie- Main (M-T-M) switchgear are owned by Oncor Electric Distribution. Oncor will maintain and service their equipment during the phased outages. Oncor equipment, transformers, M-T-M switchgear, primary conductors, and metering equipment will remain as is.

b. Adjacent and interconnection draw-out switchgear is currently attached to the Oncor-owned M-T-M switchgear. Under the base bid, the incoming DFW-owned electrical distribution draw-out switchgear and breakers will be replaced with new gear. Each existing M-T-M layout will be modified to add a transition section and separate metering cabinet (similar to what is currently available at Terminal D) between the existing M-T-M and new draw-out switchgear. The new metering system will simplify the process when adding future meters in the Terminal, and will no longer require the use of subtractive metering.

c. Prior to the opening of the Sky-Link Stations, the airport was utilizing an Airtrans System. The Airtrans was served and metered separately from the rest of the Terminal. Two existing Oncor revenue meters and services for what was previously the “Airtrans Control (ATC) Server Room” are located in Terminal B, Oncor Vault A and Oncor Vault B. Since the Airtrans has been taken out of service, these meters and their services AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 50

will be eliminated. The area previously served by these separate meters will now be metered and served as is the rest of the Terminal.

d. Oncor vaults on the Third Level (Vaults A, C and D) were served the Air Tran with a 300kVA transformer. The 300kVA transformers were taken out of service, but remained in place when the Airtrans was closed down. The 300kVA transformers will be brought back into service and utilized for temporary power during construction. Unless modified, relocated, or removed by Oncor, the 300 kVA transformers are to remain intact.

e. Power factor correction equipment will be provided and installed in each Oncor room. The power factor will be raised to 95 percent minimum at each M-T-M circuit breaker. Power factor correction equipment will be in separate free-standing equipment located in main switchgear rooms.

f. The DFW-owned draw-out switchgear serve distribution switchboards at 480 volt, which then serve branch circuit panel-boards. Dry type transformers then supply 120/208 Volt local branch circuit panel-boards. Most of the distribution switchboards, branch circuit panel-boards, transformers and low voltage branch circuit panel-boards have exceeded their service life by more than 10 years. Under the base bid, electrical equipment older than 10 years will be removed and replaced. New distribution switchboards, branch circuit panels and transformers will be provided. Existing-to-remain electrical equipment will be provided with new permanently attached labels and updated panel schedules. Feeder conduits will be reused where possible but the conductors will be demolished and new conductors will be installed. Electrical switchgear, distribution panelboards, lighting panel-boards, and motor control centers will be labeled according to DFW standards upon construction completion. All new branch circuit panels will be designated with separated systems. Panels will be circuited with HVAC only circuits, lighting only circuits, receptacle only circuits, IT only circuits, and critical circuits that must remain in operation during shut down, and baggage/elevator panels. 2. Wiring Devices

a. Outlets, switches, and other wiring devices will be removed, except in support spaces. Existing 120V outlets, in back-of-house support spaces, including Apron Level restrooms, are to remain unless walls or rooms are renovated. Additionally, outlets and other wiring devices will not be removed or replaced in the restrooms on the Concourse Level, with the exception of the newly constructed men’s restroom. If spaces are renovated or moved, new receptacles will be provided. New and replaced wiring devices (convenience outlets, switches, etc.) will be heavy duty grade. Additionally, all new receptacles are to meet ADA requirements. Wires to receptacles will be replaced. Receptacles will be recruited. In the case of branch circuit conduit embedded in concrete flooring or precast concrete, the conduits will remain and only new wiring installed. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 51

3. Critical Circuits

a. Circuits will be traced out and verified prior to demolition to avoid inadvertent disconnecting of critical devices. Infrastructure Continuity (Make Ready) drawing packages for all phases will be provided to ensure continued power for critical devices. Phase 1 Infrastructure Continuity drawings have been completed. Select critical devices include:

1) Phase 1

• Parking Garage Power (Section A) • Ramp Lighting • Roadway Lighting • Walkway Lighting • Gates Remaining in Service • Fire Alarm Equipment • PA devices • IT/Communications Rooms • ATC Room Meter • Baggage Handling Conveyors • Fueling Station • Triturator • Temporary 5 ton DX unit for Communications Room (Comm. Room)

2) Phase 2 (Anticipated)

• Baggage Handling System • ATC Room Meter • Ramp Lighting • Roadway Lighting • Walkway Lighting • Gates Remaining in Service • Fire Alarm Equipment • PA devices • IT/Communications Rooms • Admirals Club • War Room • Temporary DX unit

3) Phase 3 (Anticipated)

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 52

• Ramp Lighting • Roadway Lighting • Walkway Lighting • Gates Remaining in Service • Fire Alarm Equipment • PA Devices • IT/Communications Rooms • Baggage Handling Conveyors • South Sky-Link Ramp, Concourse, Third • B-D Tower • Old Admirals Club Hoteling Space

b. Temporary switchgear, panels, transformers, conductors, etc., will be required to maintain temporary power to the critical circuits in each phase. If possible, the temporary equipment will be reused during each of the various phases of the Project.

c. Phasing will be required for the Oncor vaults/rooms. The baggage handling system, the MER room, and the IT/Communications Rooms may require sequencing in each of the various vaults/rooms.

d. All utility outages will be coordinated with the Owner’s Representative prior to demolition work begins. Jerry Dennis (Energy Manager at the Energy Management Plaza for DFW) and the American Airlines Contracts Department are to be notified 2 to 4 weeks prior to the disconnection, removal, or reconnection of a metered service. 4. Electrical Rooms

a. In order to meet life safety code requirements, new exit locations have been provided for each of the Third Level Oncor electrical rooms (Oncor Rooms A, B, C, and D). Lighting and power replacement in both the Oncor electrical rooms and sub-electrical rooms providing service during construction will need to be sequenced and coordinated with the Contractor. 5. Short Circuit Coordination The final short circuit and coordination study shall be provided by independent third-party representative.

Main Distribution Panels 100,000 A Bus Bracing 65,000 AIC Distribution Panel-board (1600A, 1200A) 100,000 A Bus Bracing 35,000 AIC High Voltage Panel-board 277/480V (400A, 600A, 800A) 50,000 A Bus Bracing 35,000 AIC AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 53

Low Voltage Panelboard120/208V 50,000 Bus Bracing 10,000 AIC C. Lighting

1. General

a. Currently lighting throughout Terminal B is primarily fluorescent, with various incandescent, metal halide and mercury vapor fixtures. Equipment is of varying age due to cosmetic changes in facilities, but generally appears to be in excess of its service life of 15 years.

b. There are currently 2 lighting packages for the Terminal. The current base bid consists of fluorescent and LED lighting. Refer to Section 1 of Design Narrative for bid alternate. Base bid lighting is shown in the Drawings. Lighting levels will meet IESNA Lighting Design Guide and IECC standards.

c. As a part of the base bid lighting package, LED lights are being used in lieu of incandescent where low level down-lighting is required. Can lights will have LED unless special requirements can only be provided by compact fluorescents, LED and compact fluorescent lamps will be 4100 K. Lamps in high bay areas (ceiling above 11 feet) will be T5 High Output fluorescent, ECO, 51 watts, 4100 K with programmed start electronic ballasts. Lamps in areas with lower ceilings (typically 8 to 9 feet) will be T8 fluorescent, ECO, 28 watt, 4100 K with programmed start electronic ballasts.

d. The fixtures in the back of the house in spaces will be replaced with new systems. Those fixtures that were not retrofitted previously will be replaced. Coordinate exact fixture type, quantity, and location with new reflected ceiling plan. Any ceilings located on the Ramp Level of both Sky-Link stations will be replaced. The lighting located in these ceilings must be removed, restored, and reinstalled. The Sky-Link station fixtures are to be reconnected to the new lighting circuits.

e. The lighting fixtures throughout t the Concourse corridor, Sky-Link nodes, ticketing lobby, hold rooms, and security screen checkpoints in the Terminal will be replaced with new energy efficient fixture types. These areas will be architecturally unique and are being designed to incorporate sustainable and energy-efficient design techniques. Cove lighting will be utilized along the edges of the airside circulation.

f. Under the base bid, lighting electrical distribution will be replaced with new systems. New distribution switchboards, branch circuit panels and transformers will be provided. 2. Emergency Lighting

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 54

a. Existing emergency lighting generally takes the form of battery/inverter systems in linear fluorescent fixtures. Other forms of emergency lighting occur in isolated locations.

b. Emergency lighting will be replaced throughout the Terminal to meet new life safety guidelines. All new backup power sources will be provided as required by new Life Safety Codes. Integral battery packs will be provided in emergency light fixtures. No emergency lighting will be routed to or through any relay panels. 3. Lighting Controls

a. Under the base bid, lighting controls throughout entire Terminal will be replaced; this includes the controls in both the north and south Sky-Link nodes. Lighting controls will be designed to meet IECC 2009 Code Requirements and DFW guidelines. The new lighting control system will control lighting and scheduling for the Day Lighting Energy Saving Program.

b. A network of relay panels will be utilized to provide on/off control of the required lighting groups. (Over-current protection for relay controlled circuits will be provided in the associated breaker panels, which are not a part of the relay system.) Remote digital on/off switch stations will be provided to allow for manual on/off override control of indicated switch groups. The relay panel network will be equipped with an Ethernet based control module to allow for Ethernet access to the relay panel network for monitoring, control, and programming. The Ethernet module will provide web-based graphical control screens and allow the Building Management System (BMS)/Energy Management System (EMS) to monitor and control the relay system via BACnet over IP interface. The relay system will control exterior lighting, control areas with occupancy sensors, and on/off control of daylight dimmable fixtures in daylight harvesting zones.

c. Daylight harvesting will be required in fixtures within 25 feet of window areas. Interior photo-sensor controls and dimming (0-10VDC controlled dimming electronic ballasts) will be used for control of lighting fixtures near fenestration. Occupancy sensor controls will be used in offices, restrooms, and service areas. New motion sensors or timer switches will be installed in back-of-house areas to turn lights OFF when space is not occupied. The Concourse corridor and hold room lighting controls will provide the ability to reduce light levels at night, manual lighting controls will be provided to reduce light levels for stranded passengers at night, and the capability to override the lighting for extended hours when required.

d. Restrooms on the Concourse will utilize night light fluorescents between 11 p.m. and 5 a.m., except when an individual enters the space. At that time, an occupancy sensor will switch the restroom lighting.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 55

e. Exterior lighting in the Terminal will be controlled by 1 exterior photocell. This photocell will control all exterior lights in all relay panels within the Terminal. D. Lightning Protection

1. The existing structures are protected by a standard lightning protection system with electrodes and down leads. Existing lightning protection system will be examined and tested by a licensed lightning protection engineer and systems replaced and augmented as required to secure specified certifications to include, UL Master Label, LPI Certification, and NFPA compliance. E. Power for Systems

1. HVAC

a. There will be a number air handler units (AHUs) in Terminal B and a number of VAVs in Terminal B. VFDs and disconnects will be provided with mechanical units. 2. Domestic Hot Water

a. There will be new water heater exchangers located on the Third Level. Power will be required for each of the heater exchangers and their associated 15 GPM recirculation pump. Additionally, there will be 1 electric water heater and 1 instantaneous water heater in the Terminal. Where the ramp level gate houses are renovated, electric tankless water heaters will be provided.

b. Heat trace (277V) will be required along the domestic hot water supply and return lines in non-conditioned spaces and/or outdoors. 3. Sanitary Sewer

a. The sanitary sewer system will require power for the above ground duplex slicer pumps on the Ramp Level near both the north and south Sky-Link nodes.

b. Heat trace (277V) will be required along the domestic hot water supply and return lines in non-conditioned spaces and/or outdoors. 4. Hot/Chilled Water Loop

a. The new north pump room will be located on the Ramp Level of Terminal A. The new north pump room will have space allotted for 2 future CHW pumps (will not be installed in TRIP), 3 pumps for the hot water line, 1 pump for the new glycol loop, an expansion tank, and an air separator. Coordination with the installation of the new pump room equipment will be required prior to discontinuing and removing equipment from original pump room.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 56

b. Electrical power will be required for the differential pressure transmitters along both the CHW and HW supplies and returns on the Third Level. There will be butterfly valves with electric motor operators on the Third Level. Heat trace (277V) will be required along the CHW supply and return lines.

c. The heating water system will require power for steam-to-hot water exchangers. They will be located in the Terminal B North Tunnel Vault and will be located in the Terminal B South Tunnel Vault. 5. Glycol Loop

a. Power will be required for two 1600 GPM pumps (1 in each pump room) located on the Ramp Level.

b. Power will be required for a 2 horsepower, 480V 3 Phase 30 GPM glycol pump located at each of the 22 Terminal B walkways for new rooftop units. 6. Grease Waste

a. The existing grease waste system will be replaced. Power will be provided for sump pumps (duplex slicer pumps) for the grease waste system. Sump pumps will be located both airside and landside on the Ramp Level. The sump pumps will be provided above ground in a ventilated room. A few of the pumps will be located in new rooms, but most will utilize existing rooms.

b. Heat trace (277V) and self-regulating parallel resistance heating cables will be required on grease waste piping and grease waste force mains regardless of location. 7. Used Cooking Oil Collection

a. Used cooking oil will be collected in (Oil Reclaim Rooms) located on the Ramp Level. These rooms will have dedicated exhaust/ventilation systems.

b. Heat trace (277V) will be required on the cooking oil lines regardless of location. 8. Fire Alarm

a. A new Fire Command Center (FCC) located on the landside of the Ramp Level, will house equipment for several systems including but not limited to, fire alarm system, smoke management systems, and emergency evacuation system. Power will be required for the various systems. Refer to the Building Code Guideline, Fire Protection Concepts for additional information. 9. Fire Protection

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 57

a. The new fire protection system will require power for the 2 new nitrogen generators and their accompanying compressors. The generators are located in Phase 1 and Phase 3. F. Electrical Requirements for Specific Locations

1. Central Baggage Handling System

a. Recently, a new Central Baggage Handling System (ATSAC) was completed and brought into service. The new baggage handling system and its associated electrical room must remain in operation throughout the Project. This area includes the area between Column Lines 69 through 72 on the Ramp Level. The new baggage system and its associated electrical equipment/room were replaced. Electrical work will not be provided in the new baggage handling area.

b. This system is coordinated and connected to the transformers in Oncor Room AG. Special phasing needs will be addressed during Phase 2, when the electrical service and HVAC serving this space is replaced. The MCPs which did not receive new conductors and conduits during the ATSAC project will have feeder conductors replaced. Coordination with baggage handling contractor will be required prior to refeeding MCPs. X- ray equipment must maintain specific temperature criteria; therefore, coordination and phasing of HVAC in the space will be required.

c. Significant quantities of unidentified electrical switchgear and motor control panels (MCPs) associated with previous incarnations of the baggage handling systems appear on the Ramp Level. MCP 19 is abandoned and will be removed. Coordinate the removal of any abandoned baggage handling equipment with Baggage Handling Drawings and contractor.

d. Power provided to existing MCPs not installed as a part of the new baggage handling system will need to be reserved. American Airlines has requested that baggage handling equipment throughout the Terminal be served from Oncor Room AG. The baggage handling system will remain in service throughout TRIP construction. Any Overnight work on conveyors and baggage handling system must be performed between the hours of 10 p.m. and 3 a.m. Coordination of the timing of disconnection and reconnection of any MCPs must be coordinated with the baggage handling contractor, TSA, and American Airlines. 2. Concessions Space Power Requirements

a. General

1) Concessions areas will be demolished. Coordinate concessions tenant space locations and square footages with Architectural Drawings. Refer to the Concessions Service Matrix in the Appendix for a list of spaces. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 58

2) Existing electrical distribution panels, branch circuit panels, transformers, lighting, lighting controls and accessories will be removed from the concessions spaces. The concessionaire will be given first right-of-refusal for any equipment scheduled for demolition.

3) There will be 6 concessions electrical rooms spread out evenly on the Ramp Level of the Terminal to serve the future concessions spaces. Concessions electrical rooms will have dedicated switchboards (277/480V 3 phase, 1600A each) to serve concessions spaces. There will not be sub-metering for the concessions spaces. All concessions switch locations will be spaces.

4) The Terminal Renewal and Improvement Plan (TRIP) will not include installation of facilities and accessories for each of the individual concessions tenant spaces, with the exception of a space provided in the distribution switchboard, conduit, and pull cords to each concessions tenant shell. Conduit sizes will be determined according to the Terminals A, C, and E Concessions Tenant Guideline Matrix. Refer to the Concessions Service Matrix in the Appendix for additional information. Conduit and pull cord are to be provided into the back of each concessions space. Extension of the power service and the appropriate switch size provided to the concessionaire shell space will be the responsibility of the individual concessionaires.

5) In case of emergency, temporary strip lighting and exit signs will be provided in tenant shells. Both exit signs and strip fixtures will have battery packs. The light fixtures will be served separately from lighting located in the corridors.

6) A separate 112.5 KVA transformer and low voltage panel serving concessions amenities will be located in each dedicated concessions electrical room. Concessions amenities include charging stations, massage chairs, etc. The concessions Samsung power poles are to be removed and relocated by the owner. Coordinate removal and relocation requirements with DFW Concessions.

3. Sky-Link Nodes

a. General

1) The north and south Sky-Link station and train were built in 2001. They are to remain intact. Electrical modifications will be made to the hold room areas of Skylink , but the train platform (Sky-Link station), electrical rooms, electrical vaults, mechanical rooms, etc., are to remain in service throughout construction. Electrical equipment in this area is to remain in place, unless the associated equipment being served have been removed or modified. Currently there are no concessions spaces in the Skylink nodes, but at the completion of TRIP, the Skylink nodes will each be hubs for concessions spaces AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 59

and hold rooms. The lighting in the hold rooms will be modified from the existing conditions. Electrical facilities in the Sky-Link area will be used for temporary power during construction. All temporary electrical equipment will be removed at TRIP completion. Ceilings on the Ramp Level of the Skylink stations will be replaced due to Fire Protection Requirements. The lighting will be removed, cleaned and reinstalled.

b. North Sky-Link Node

1) Construction will begin on the Sky-Link node hold rooms during Phase 1. The north Sky-Link node will remain open until the re-gating enabling project has completed re-bridging activities throughout Terminals B and D. The anticipated time schedule for re-bridging completion is August/September 2012 time frame. The Sky-Link node will be sequenced by splitting the hold room area in halves. Initially the associated hold rooms will close. Once work is completed on Gates 12 and 13, Gates 15 and 16 and those associated hold rooms will be taken out of service. All associated hold room must remain in service throughout Phase 1 construction. The Sky-Link station will be open throughout construction.

c. South Sky-Link Node

1) South Sky-Link should be completely built out prior to commencement of Phase 1 construction. When TRIP comes through that portion of the Terminal, the South Skylink will require modifications to connect to new power service and match any other new environment changes. The entire ramp area below South Sky-link will need to remain open during Phase 3 construction.

4. AA C-Con Area (War Room)

a. The War Room must remain online throughout construction. Temporary power will be provided to maintain operation during construction. Sequencing will be required to make the necessary modifications to this room. 5. DFW IT/Communications Rooms

a. DFW IT/Communications Rooms are provided for under an Enabling Project. Electrical work for these rooms is excluded from TRIP. The Communications Rooms are currently under construction with an approximate end of May 2011. All conduit and conductors for these spaces are to remain intact. Coordinate locations of new conductors with the Contractor. The Communications Rooms are to remain in service, except for any modification to the electrical service feeds as required to maintain service. These modifications will be completed with minimal downtime.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 60

b. Once the Communication Room Enable Project is complete, Terminal B will have 2 separate 600A power feeds with backup alternatives. They will also have the capability provided to attach a portable generator. The primary feeds for both Communications Room feeds will be out of the 2 Sky-link vaults (north and south), which will not be modified in this Project. The alternate feeds are served out of the draw-out switchgear in Oncor Room (Oncor No. 1) and Oncor Room (Oncor No. 4). The associated draw-out breakers in Oncor Electrical Rooms will be labeled ITDPN (served from transformer No. 6) and ITDPS (served from transformer No. 11), respectively. The alternate feeds are to be reserved during TRIP. These modifications are to be completed with minimal downtime. c. It is anticipated that the new DFW IT/Communications Rooms will be in place prior to demolition of Phases 2 and 3. IT/Communications Room conduit and conductors are to remain intact during Phases 2 and 3. Prior to demolition, they will be marked and traced. 6. American Airlines Communications Rooms (TR Rooms)

a. Several TR rooms are being added to the project. Existing rooms will remain and receive all new system replacement, including IT equipment. Each space will receive a new 1/2 horsepower fan coil unit. Several of the TR rooms will require receptacles for computers provided by American Airlines. Refer to the IT Drawings and Narrative for additional requirements in these spaces. 7. American Airlines (AA) Main Equipment Room (MER)

a. The American Airlines Main Equipment Room serves Information Technology (IT) Systems for several of the Terminals at the airport. This space is critical to the functions of the airport activities, but is not classified as a data center. The renovation of this room will require close coordination between the new and renovated DFW IT Systems and existing AA IT systems. Continuing power and UPS system must remain available through TRIP phasing. Therefore, significant sequencing will be required in order to complete the renovation in the Communications Room. Coordination will be required to switch equipment over with minimal to no downtime.

b. There are 3 Premise Distribution System (PDS) locations in this room: 1 on each of the north corners on the room and 1 near the entry ramp location. All conductors serving this room utilize these PDS locations. All cabling points of termination within the room are to be consolidated to a single zoned area within the room and re-terminated and tested to ensure 100 percent usability of all terminations. The room has both a 1200A primary and an alternate feed from Oncor Room BG on the ramp. The existing service switchgear located in the room will likely be maintained and reused. The current 40kVA UPS will be replaced. Installation of the new UPS will require paralleling the new UPS with the old UPS and

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 61

syncing their phases prior to connecting. The electrical distribution will require renovation for point and type of receptacle under floor. A new overhead ladder type cable runway will be placed 18 inches below sprinklers. Lighting will have to be adjusted dependent on ladder rack locations, but ceiling and lighting should remain. In accordance with DFW guidelines, the Emergency Power off (EPO) button is required in this room.

c. Power will be required for 2 CRAC units, which will replace the 2 CRAC units that are currently in place. 8. Admirals Club

a. No electrical work will be provided for the Admirals Club. Its associated electrical equipment will remain intact and in operation throughout the construction Project. The Admirals Club sub-electrical room, which serves the Admirals Club area, must also remain intact. This will include all panels, transformers, lighting panels and lighting controls that serve the area. Special phasing needs will be addressed during construction, when the electrical service serving this space is replaced. Any modification of the electrical service feeds must be coordinated with the Admirals Club prior to connection and disconnection. 9. North and South Pump Rooms

• One new pump room will be located on the Ramp Level of Terminal B. The new north and existing south pump rooms will have space allotted for 2 future CHW pumps (will not be installed in TRIP). In both rooms, power will be required for 3 hot water line pumps, 1 glycol loop pump, 1 air separator, and 1 electronic trap primer at each of the 4 floor drains. Coordination with the installation of the new pump room equipment will be required prior to discontinuing and removing equipment from original pump room. 10. TSA Security Checkpoints

a. Security checkpoints will be rotated to face parallel with the Terminal building. The equipment for each of the security lines will require dedicated power. Floor boxes are to be provided and exact locations are to be coordinated with the security equipment locations. Security equipment is to include conveyors, x-ray machines, computers, etc. Power will be required for the overhead rolling grilles located at both the front and back side of each security checkpoint. 11. Passenger Processing

a. The traditional linear counters and their associated power will be removed. In 2 locations, 12 self-service devices will be installed and 6 full service counters will be provided. At the Full Service Passenger Processor Area, 14 self-service devices and 16 passenger assist

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 62

counters will be provided. The exact power requirements have not been determined at this time. 12. Amenities

a. Amenities will be provided throughout the terminal. Amenities are to include pay phones, gate information display systems (GIDS), flight information display systems (FIDS), baggage information display systems (BIDS), multi-user flight information display systems (MUFIDS), master antenna televisions (MATV), etc. The exact locations and requirements for a majority of the various systems have not been determined. Those items receiving power from DFW Comm. Rooms will provided under a separate contract.

b. Power will be required for the various FIDS banks located throughout the Terminal. FID banks located in the Concourse and near the TSA Security checkpoints will include twelve 40 inch LCD screens. The FID banks located in the baggage claim areas on the Concourse Level will have 2 monitors. Additionally, power will be required for a FIDS computer and monitor located in each gatehouse. 13. Interior Gate Power

a. Existing gate counter wills be reused at each gate location. Gate counters will require 5 quad receptacles on 3 separate circuits for computers, ticket printers, electronic gate readers, etc. Additionally, power for the PA system and MATVs will be required at each gate. 14. Exterior Gate Power

a. During the TRIP Project, the Terminal B gates and associated gatehouses will be re-served by a dedicated panel (277/480V 3 phase, 600A), a 75kVA transformer, and a (120/208V 3 phase, 100A) dedicated panel (1 panel per gatehouse) located on metal framing out on the ramp for designated gates. Gates B15 and B25 serve larger planes and, therefore, will have larger power services. The panel located at the gates serving larger planes will be 277/480V 3 phase, 800A. The gate panels will be served by dedicated (277/480V 3 phase, 1600A) distribution boards located in various electrical rooms. Equipment served at the each gate includes a 400 Hz system, PCA, jet bridge power, bridge cool unit, potable water, and battery chargers. The gatehouses will receive a new DX unit. It is anticipated they will require 60A, 208V 1 phase power. 15. B-D Connector

a. Tow Bar Repair Shop

1) The Tow Bar Repair Shop is currently located on the Ramp Level in the center of the B-D Connector. The shop will be relocated to an unknown location throughout Phase 3 construction of the B-D Connector. Power will be provided for the specified equipment, but AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 63

American Airlines will be responsible for final connection of their equipment to the power sources.

16. A-B Connector

a. There is no known electrical work in the connector at this time. 17. Trailer Power

a. Trailers will be provided as a temporary location to house American Airlines employees during construction. During Phase 1. The trailer location during Phases 2 and 3 will be consolidated to 1 location. The exact location of the trailers during Phases 2 and 3 is currently unknown.

b. The trailer layout will consist of 2 approximately 4,300 square foot complexes with 6 units each. The trailers are 120/240V single phase and will have electric window AC units. The power panels associated with each unit will be provided with the trailers as a separate project. Restrooms will be located internal to each of the trailers. Coordinate exact power requirements with trailer complexes provided.

c. During Phase 1, electric utilities provided to the trailer will be routed along the fence line to the transformer pad and metal framing rack with 480V:120/240V single phase transformers and distribution panel-boards. Coordinate the exact location of the utility routing with the Architect. G. Miscellaneous Equipment

1. Escalators

a. A majority of the escalators throughout the Terminal will be removed. The existing escalators located at each of the main entries will be removed. The escalators to remain will be re-served. Refer to Section 1 of Design Narrative for bid alternate. 2. Elevators

a. At the majority of existing elevator locations, except in Sky-link, elevators will be replaced with new updated elevators. Otherwise, the elevator will be removed. The existing elevators at the main entries will be removed and replaced with larger elevators. Five of the entries will receive an additional elevator. Most elevators will be replaced with machine room- less elevators. Power will be required for an estimate of 25 elevators and their associated sump pumps. All existing elevator sump pumps, except those located in the Sky-link Facilities, will be demolished. A new single phase 120V sump pump will be provided at each elevator location. Provide 120V/1 phase power for oil minder controllers required at each elevator. Pit lighting will be provided in each elevator pit.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 64

3. Signage

a. Most signage throughout the Terminal will be internally illuminated or have spot lighting. No signage is shown on the DD plans. Most signage will be LED 120V signage. Locations will need to be coordinated with Architectural Drawings. 4. Security Cameras

a. Approximately 50 cameras will be located throughout the Terminal. The loads for the cameras will be approximately 50 to 100 watts each. Locations of cameras are to be determined. 5. Sink Disposers

a. At gatehouses and break-rooms sink disposers will be replaced with new disposers. 6. Electric Water Coolers (EWC)

a. Electric Water Coolers throughout the terminal, except in the north and south Sky-link stations, will be demolished. New power will be required for all new EWCs. 7. Abandoned Electrical

a. All abandoned electrical equipment (conduit, conductors, disconnects, j- boxes, etc.) will be demolished and removed. No abandoned electrical items, unless in Oncor Vault or noted otherwise, shall remain in the Terminal after the completion of TRIP.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 65

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SECTION - 7: Terminal B- Fire Protection (Fire Safety)

Dallas - Fort Worth International Airport Terminal Renewal & Improvement Plan

Prepared For:

DFW Airport-Airport Development & Engineering 3003 South Service Road PO Box 612008 DFW Airport, TX 76251-2008 Desk-972-586-5846 | Cell-214-681-6977

Prepared By:

Fire Protection: DFW Fire Protection Inc. 1321 Valwood Parkway, Suite 460 Carrollton, TX 75006

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 66

4.4. Fire Safety Design Narrative 4.4.1. Fire Alarm System 4.4.1.1. Overview 4.4.1.1.1. This serves as a description of the proposed fire alarm system design for Terminal B as part of the Terminal Renewal and Improvement Program (TRIP). The fire alarm system design will comply with all applicable codes, standards and amendments, as adopted by DFW airport. The proposed fire alarm system upgrade will be completed on a by-phase basis to align with phased construction of the TRIP. The existing fire alarm system in conjunction with the new fire alarm system will remain operational throughout the TRIP to provide fire alarm protection to all portions of the Terminal that are not under construction. 4.4.1.2. Control Panels 4.4.1.2.1. The existing Honeywell XLS 1000 fire alarm system platform that is currently installed at DFW Airport will remain. The Terminal fire alarm system will remain networked to the existing Honeywell EBI server. All fire alarm system event reporting will remain as currently configured. Fire alarm system events for the Terminal will continue to be monitored at DPS Station 1. The Terminal fire alarm system will consist of existing control panels and new control panels that will be networked together to operate as one system. The internal components of the existing control panels will be upgraded to current technology components to align with new control panels to be added as part of this project. 4.4.1.2.2. The existing main fire alarm control panel in Terminal B is in the DPS station located on the Concourse Level. An additional main fire alarm control panel along with a graphic annunciator / computer workstation is proposed to be installed in the new Terminal Fire Command Center (FCC) to be located on the landside of the Ramp Level. The additional main control panel will have the capability to monitor and operate all of the fire alarm equipment throughout the Terminal, including the ability to operate the Sky-link smoke control system. 4.4.1.2.3. Fire alarm sub-panels that will be networked to the main fire alarm control panel will be distributed throughout the Terminal. Two (2) existing fire alarm sub-panels are located in the North and South Sky-link communications rooms on the Concourse Level. Two (2) existing fire alarm sub-panels are located in the North and South Sky-link fire pump rooms on the Ramp Level. Two (2) additional fire alarm sub-panels will be located in the main communications rooms on the Ramp. These 2 additional fire alarm sub-panels will be located adjacent to the IED paging system in the main communications rooms and will integrate the fire alarm system with the IED paging system for emergency voice evacuation and mass notification. Remote power AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 67

supplies will be grouped and distributed throughout the Terminal as necessary to operate the occupant notification strobes.

4.4.1.3. Infrastructure 4.4.1.3.1. An infrastructure system will be installed throughout all levels of the Terminal. The design of the infrastructure system will be used during the initial installation of the fire alarm system, as well as, allowing for future expansion of the fire alarm system in the Terminal without the need for lengthy cable runs. The infrastructure system will connect all major components of the fire alarm system throughout the Terminal (i.e., main fire alarm control panels, sub-panels and remote power supplies). The infrastructure will consist of 16 inch by 20 inch wire pull boxes with integral terminal strips. These boxes will be located in each wedge on each level of the Terminal. The terminal boxes will be connected with a metallic raceway system. The infrastructure will be installed as part of the initial construction phase and will be expanded to each additional phase as the TRIP progresses. 4.4.1.4. Power Source 4.4.1.4.1. The primary power source is provided through a redundant feed from the commercial power supply. The secondary power for the fire alarm system will be designed in accordance with NFPA 72, which will allow for four (4) hours of battery backup. The backup power source is required to supply all fire alarm system components, including the IED paging system, and all network components associated with the paging system. 4.4.1.5. Initiating Devices 4.4.1.5.1. The existing fire alarm initiating device layout is revised using all new initiating devices to comply with the current adopted Codes and Standards. The existing devices and cabling will be removed while the existing raceways may be reused wherever possible. However, much of the conduit will be demolished during the mass demolition phase, therefore, the plan is to replace all the conduit. 4.4.1.5.2. The fire alarm system will monitor all fire sprinkler flow switches and tamper switches, and the Sky-link fire pumps. In addition, the control panels of any pre-action sprinkler systems, clean agent fire extinguishing systems, and air-sampling automatic detection systems will be monitored by the Terminal fire alarm system where required. The control of these extinguishing systems is by the stand alone fire alarm releasing panels that will be replaced with new equipment similar to the system as currently configured. All of the existing detection associated with the existing releasing panels will be replaced. The fire alarm system will monitor the corrosion management system. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 68

4.4.1.5.3. Automatic smoke detection coverage will be provided using spot type photoelectric smoke detectors in all electrical, mechanical, and AA communication rooms where required. The automatic detection of the new DFW communications rooms is being completed through another project prior to the start of this project. The DFW communication room detection sub-system will be monitored by the Terminal fire alarm system through addressable monitoring. Automatic smoke detection coverage will be provided in the Oncor rooms. Automatic smoke and heat detection coverage will be provided in the switch gear rooms. Spot type smoke detectors will be installed above the fire alarm control panels, sub-panels and power supplies, along with smoke detectors being installed above each baggage carousel at the opening between the Ramp and Concourse Levels. Sampling tube type duct smoke detectors will be provided on the return sides all HVAC units over two thousand 2,000 CFM. 4.4.1.5.4. Wherever spot smoke detectors cannot be located in areas due to ambient conditions, spot heat detectors will be used. Addressable fire alarm devices will be used, whenever possible. When addressable devices cannot be located in areas due to ambient conditions, conventional devices will be used. The conventional devices will be monitored by addressable modules that will be located in areas with acceptable ambient conditions. Where devices are required to be located in outdoor areas or in areas exposed to the elements, weatherproof devices and back boxes will be used. 4.4.1.6. Notification 4.4.1.6.1. The existing fire alarm system occupant notification system will be replaced with a new occupant notification system compliant with the adopted Codes and Standards. All existing occupant notification appliances and wiring will be removed. Raceways may be reused wherever possible and any raceways that will not be reused will be removed. The new occupant notification system will include an audible signal (both voice and horns) and a visual signal (strobes). The new notification system will use ceiling mounted notification appliances wherever possible. Where occupant notification appliances are located in outdoor conditions or exposed to the elements, weatherproof back-boxes, appliances and metallic conduit with compression fittings will be used. All visual circuits will be aligned with the audible circuits. 4.4.1.6.2. The voice portion of the audible notification signal will be delivered through speakers located throughout the Terminal. These speakers will be connected to and controlled by the IED paging system. The IED paging system will be interfaced with the fire alarm system to operate as a single system for occupant notification. Switches to operate the appropriate notification zones, as well as the manual paging microphones will be integral to the IED paging system. In areas where the ambient noise level is too high to allow for

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 69

successful occupant notification via a voice signal, fire alarm horns will be used. A typical example of an area where horns would be used is on the Ramp Level in the baggage handling areas. The fire alarm horns will be connected directly to the fire alarm system. The audible portion of the signal will be installed in all accessible areas of the Terminal. 4.4.1.6.3. The visual portion of the notification system will be delivered via fire alarm strobes. The strobes will include a clear lens and will be labeled “ALERT” to allow their use for both fire alarm and mass notification. The visual portion of the signal will be installed in all public and common areas of the Terminal, as required by NFPA 72, Texas Accessibility Standards (TAS) and the Americans with Disabilities Act (ADA). 4.4.1.6.4. All occupant notification signals will be initiated and controlled manually by the fire department from the Fire Communications Center (S1) , (FCC). The occupant notification system will be configured so that the entire Terminal can be evacuated upon a fire event while portions of the Terminal can be individually notified upon a mass notification event. The system will be designed with the intent of meeting all NFPA 72 requirements for audibility and message intelligibility. 4.4.1.7. Fire Safety Functions 4.4.1.7.1. All elevator recall and shunt trip functions will be updated to meet the requirements of the applicable Codes and Standards. Activation of the fire alarm occupant notification system will mute/deactivate all gate paging systems, TSA paging systems, Sky- Link paging systems, MATV locations and background music. Activation of the fire alarm system will not release or unlock any secured doors. HVAC unit shutdown will be accomplished on a by-unit basis upon detection of smoke from the duct smoke detectors on each unit. Any damper or shutter activation will be accomplished on a by- device basis upon detection of smoke from an area smoke detector adjacent to each unit. 4.4.1.8. Standards 4.4.1.8.1. All fire alarm system cabling will be installed in EMT conduit with a minimum size of 3/4 inch. Wherever flexible conduit is used, it will have a minimum size of 1/2 inch. All cabling and wiring within the Terminal will be replaced with the exception of the connection to the EBI network. The new wire will be color coded as required by the DFW Airport Design Criteria Manual. Existing raceways may be reused wherever possible. All circuits associated with the fire alarm system will meet the survivability requirements of NFPA 72. All fire alarm circuits will be designed with sufficient spare capacity to allow for future renovations and expansions.

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4.4.1.9. Sky-link Stations 4.4.1.9.1. The Sky-link stations will continue to be networked to the main fire alarm control panel in the Terminal and will subsequently be networked to the FCC. All fire alarm control and monitoring functions associated with the Sky-Link stations will not be changed as part of this scope of work. The existing Honeywell fire alarm control panels and power supplies that serve these areas will continue to be networked with the XLS 1000 control panel for the Terminal. The current smoke evacuation functions associated with the Sky-Link stations will remain unchanged as part of this scope of work. 4.4.1.9.2. The voice occupant notification system in the Sky-Link stations will be removed from the fire alarm system and replaced with components that are in alignment with the remainder of the Terminal. The existing fire alarm speakers will be eliminated and replaced with speakers connected to the IED PA system that will interface with the Sky-link paging system. The visual occupant notification appliances will be removed and replaced with visual occupant notification appliances that are labeled with “ALERT” to facilitate use of the strobes with the fire alarm evacuation as well as the mass notification events. 4.4.1.10. Garages 4.4.1.11. Replacing or upgrading the fire alarm equipment in the garage is currently not part of this Project. 4.4.1.12. Tenants 4.4.1.12.1. All tenant fire alarm system requirements will be included as part of the Terminal fire alarm system. All tenant initiating devices and notification appliances will be connected directly to the Terminal fire alarm system. 4.4.1.13. Temporary Corridors 1.4.4.1.13.1. The temporary corridors will be provided with a stand- alone fire alarm system in each temporary corridor within the construction phase that will be monitored by the Terminal fire alarm system. The stand-alone system will provide the flexibility of reusing the fire alarm equipment along with the temporary corridors in all phases of TRIP, where needed, without major reprogramming of the Terminal fire alarm system each time the temporary corridors are relocated. The temporary system will include a low cost conventional fire alarm panel, smoke detectors and horn/strobe occupant notification throughout the corridors along with the monitoring of any temporary fire protection systems for these temporary corridors. The “alarm”, “supervisory” and “trouble” contacts of the stand-alone fire alarm system will be monitored by the Terminal fire alarm system that can be relocated as the temporary corridors are reused and relocated throughout the TRIP project.

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14) Phasing a)The fire alarm system is being designed such that the installation can be phased to match the Terminal construction phasing. The fire alarm system design will allow the areas of the Terminal not under active construction to remain under fire alarm system supervision. As the renovated portions of the Terminal are completed they will be incorporated into the existing fire alarm system. 4.4.1.13.1.1. Network Communications Connection a) The existing network communications connection between the fire alarm panels within the Terminal and the network communications connections to the other Terminals and the EBI server must be located, identified and marked “as existing to remain” so that the network communication raceway/cabling is not damaged during construction. 4.4.1.13.1.2. Reconfiguration a) The initial phase is to divide all of the fire alarm circuits that intersect the separation wall between the construction and non-construction areas of the Terminal so that the fire alarm equipment in the non-construction areas will remain operational. 4.4.1.13.1.3. Areas Remaining Operational During Construction a) There are some areas within the construction area that will be required to remain operational throughout the construction phase of the Project. The areas are the baggage areas on the Ramp Level, the Sky-link and access to Sky-link on the Concourse Level, and some mechanical spaces on the Third Level. Once these areas have been identified, temporary raceway and cabling will need to be installed between these areas and the existing fire alarm system infrastructure outside of the construction area. Once these areas have been temporarily interconnected to the existing fire alarm system and are confirmed operational, the demolition of the existing fire alarm system can begin. 4.4.1.13.1.4. Renovation Work Outside of the Construction Area (When Applicable) a) In some cases areas outside of the construction area will may be required to be renovated prior to the scheduled construction for that area as result of departments or services that will need to be relocated as a result of TRIP. The areas where these departments or services will be relocated to will be renovated prior to their relocation to reduce or eliminate the potential of disrupting the operation of these departments or services during the scheduled construction phase of TRIP. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 72

b) The fire alarm devices will be installed in the final locations, as determined by Code and the TRIP criteria, to align with the final configuration of the overall area once TRIP is completed. Automatic detectors, manual pull stations, monitoring of fire protection and suppression systems, and notification appliances will be installed in their final locations and interconnected with new conduit and cabling to a location outside of the renovated area. The new conduit and cabling will be temporarily connected to the existing fire alarm system. When the phase of the TRIP construction encompasses the renovated areas, the fire alarm equipment will be permanently connected to the fire alarm system. c) During the initial renovation phase, horn/strobe notification appliances will be installed to provide occupant notification for these areas. Once the IED paging speakers are installed as part of TRIP, the horn/strobe notification appliances will be replaced with strobe only notification appliances using the existing back boxes conduit and cabling to align with the remainder of the Terminal. 4.4.1.13.1.5. Demolition a) Once the existing fire alarm circuits have been separated and separation wall(s) constructed, fire alarm equipment, cabling, and raceway in the construction area can be demolished. Additional consideration will be needed to ensure that the work in the construction areas does not affect the operation of the fire alarm system in the non-construction phase. 4.4.1.13.1.6. Infrastructure Installation a) The fire alarm control panels, sub-panels and remote power supplies can be located and installed once any architectural changes to the walls in these areas have been completed. The fire alarm terminal boxes in each wedge on each level can be located and installed once any architectural changes to the walls in these areas have been completed. Once all of the control panels, sub-panels, remote power supplies, and terminal boxes are installed, the infrastructure raceway can be installed between each of the cabinets. The infrastructure raceway can be extended to the separation walls for future interconnection to other areas of the Terminal. Once the infrastructure raceway is installed, the infrastructure cabling can be installed and terminated in the control panels, sub- panels, remote power supplies, and terminal boxes. 4.4.1.13.1.7. Device Installation a) The fire alarm devices (addressable initiating/control devices and strobe notification appliances) can be located and installed once any architectural changes to the ceilings and

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walls in these areas have been constructed. The field device raceway can be installed between the field devices and the appropriate terminal box. Once the field device raceway is installed, the field device cabling can be installed and terminated in the appropriate device(s) and the appropriate terminal box. 4.4.1.13.1.8. System Checkout and Test a) Once all of the control panels, sub-panels, remote power supplies, and field devices are installed and interconnected, the system can be powered and tested for proper operation. Once the system checkout and pre-testing is complete and the system is operational, the acceptance test with the DFW Building and Fire Departments can be scheduled. Once the acceptance test has been completed, the fire alarm equipment in the areas that had to remain operational can be disconnected and removed. Once the fire alarm equipment, cabling and raceway in the areas that had to remain operational is removed and the system has been accepted by DFW Airport, the phasing process can be repeated in the next phase of the Terminal. 4.4.1.14. Fire Alarm Regulatory Codes and Standards 4.4.1.14.1. The fire alarm system will be designed in compliance with the following codes and standards: International Building Code, 2009 edition with amendments International Mechanical Code, 2009 edition with amendments International Fire Code, 2009 edition with amendments NFPA 13, Standard for the Installation of Sprinkler Systems, 2010 edition NFPA 14, Standard for the Installation of Standpipe and Hose Systems, 2010 edition NFPA 20, Standard for the Installation of Stationary Pumps for Fire Protection, 2010 edition NFPA 70, National Electrical Code, 2008 edition NFPA 72, National Fire Alarm and Signaling Code, 2010 edition ANSI A17.1, Safety Code for Elevators and Escalators, 2007 edition UL Compliance and Labeling: System components should be UL Listed and Labeled Texas Accessibility Standards (TAS)

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AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 74

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SECTION-8: Terminal B- Information Technology and Telecommunication –

Master Antenna Television (MATV)- NON-SSI

Dallas - Fort Worth International Airport Terminal Renewal & Improvement Plan

Prepared For:

DFW Airport-Airport Development & Engineering 3003 South Service Road PO Box 612008 DFW Airport, TX 76251-2008 Desk-972-586-5846 | Cell-214-681-6977

Prepared By:

Moye IT Consulting, LLC Gateway West II Office Complex 6303 Commerce Drive, Suite 150 Irving, TX 75063

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 75

GLOSSARY OF TERMS

ADE – Airport Development and Engineering Department ADT – Airport Development Team BHS – Baggage Handling System CMAR – Construction Manager at Risk DFW – Dallas/Fort Worth International Airport TRIP – Terminal Renewal and Improvement Program

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NOTICE:

The Drawings and Exhibits prepared by the Architect and Engineer illustrate the approximate scale and relationship of the Project components. They are provided to fix and describe the size and character as to the architecture, structural, mechanical and electrical systems, materials and other such elements as may be appropriate to provide context and design intent. The Design Narrative document shall further define the design rationale, intent, criteria and requirements. The proposer shall recognize the preliminary nature of the material being provided in advance of the final design and preparation of Construction Documents for the Project.

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4.5. Master Antenna Television (MATV) System Design Narrative 4.5.1. This System Design Narrative is written to support the Design Development (DD) Drawing package and Specifications and documents information anticipated to be added after the DD submittal. For further information regarding the current Master Antenna Television (MATV) System requirements, refer to Specification Section 27 41 30 and the TN Series Drawings. It should be understood that further design and coordination may result in details currently not documented in the Drawings, Specifications, or Narrative. 4.5.2. Existing System and Enabling Projects: 4.5.2.1. The existing DFW MATV signals arrive at the Main Communications Room (Comm. Room) in Terminal B and are distributed to other Terminal Comm. Rooms via a hard line coaxial cable. The backbone will be reestablished using fiber optic technology and migrating from a bus-topology to a star-topology 4.5.2.2. The existing AA MATV signals shall be extended from the AA head end location to each AA Communication Room. Horizontal distribution for AA MATV will be accomplished over UTP to facilitate migration to IPTV. 4.5.2.3. Since CNN satellite content is already modulated and combined within the DFW MATV stream, the CNN content shall be filtered out and made available for Terminal distribution at each secondary distribution point; i.e., each Communications Room. 4.5.2.4. Digital Broadcast Satellite (DBS) System backbone system shall be established for the Terminal. The system will address the need of DBS subscription service to tenant spaces by providing a DBS backbone for tenant use. The DBS backbone will distribute the L-Band signals from central DBS dishes to each Communication Room. Tenants will be responsible for distribution within the leased space, subscription service, and necessary satellite receivers. 4.5.3. Demolition: Phased demolition work is required for this system and includes deprogramming and carefully removing system components and devices. 4.5.4. Phasing: The Contractor shall maintain circuit connectivity to MATV backbone and horizontal feeds outside of the construction area to provide continued MATV operation in the occupied sections of the Terminal. 4.5.5. Integration: The DFW MATV System will provide the transmission media for CNN Horizontal Distribution. Integration with CNN monitors and corresponding system requirements shall be coordinated. 4.6. AA CCTV System Design Narrative 4.6.1. SSI documentation will be available under separate cover. 4.7. AACS System Design Narrative 4.7.1. SSI documentation will be available under separate cover. 4.8. DFW CCTV System Design Narrative 4.8.1. SSI documentation will be available under separate cover. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 77

4.9. Communications Design Narrative 4.9.1. Introduction And Project Description 4.9.1.1. Overview 4.9.1.1.1. This document defines the programmatic requirements and design guidelines for the technology systems that will support Terminal B at Dallas/Fort Worth International Airport. This program document should be used in conjunction with Design Development Drawings in order to achieve a holistic understanding of the technology systems required for ongoing operations. 4.9.1.2. Systems Covered 4.9.1.2.1. There are 14 IT Systems categories addressed by this Project. Moye Consulting is addressing the following communications systems in this Section of the Design Narrative: 4.9.1.2.1.1. Premise Distribution Systems (PDS) 4.9.1.2.1.2. Voice Systems 4.9.1.2.1.3. 802.11 Wireless Data Networks 4.9.1.3. Design Information Used 4.9.1.3.1. Dallas/Fort Worth International Airport Communications Design Criteria Manual – November 16, 2009 4.9.1.3.2. American Airlines Communications Systems Facility Design Guidelines – November 11, 2009 4.9.1.3.3. Design workshops with American Airlines and DFW ITS representatives 4.9.1.3.4. Site surveys and field observations 2. Applicable Codes And Standards a) ANSI/TIA-568-C.0 Generic Telecommunications Cabling for Customer Premises 4.9.1.3.5. ANSI/TIA 568-C.1 Commercial Building Telecommunications Cabling Standard 4.9.1.3.6. ANSI/TIA-568-C.2 Balanced Twisted-Pair Telecommunications Cabling and Components Standard 4.9.1.3.7. ANSI/TIA-568-C.3 – Optical Fiber Cabling Components Standard 4.9.1.3.8. ANSI/TIA/EIA-606-A Administration Standard for the Telecommunications Infrastructure of Commercial Buildings 4.9.1.3.9. ANSI/TIA/EIA-607 Commercial Building Grounding and Bonding Requirements for Telecommunications 4.9.1.3.10. BICSI Telecommunication Distribution Methods Manual (TDMM), Twelfth Edition. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 78

4.9.1.3.11. NFPA 101 – Life Safety Code 4.9.1.3.12. 2008 National Electric Code with Dallas Amendments (NEC) 4.9.1.3.13. NFPA 70 4.9.1.3.14. FCC Regulations: Part 68 – Connection of Terminal Equipment to the Telephone Network 4.9.1.3.15. American Airlines Communications Systems Facility Design Guidelines – November 11, 2009 4.9.1.3.16. Dallas/Fort Worth International Airport Design Guidelines, including Communications Design Criteria Manual – As amended, release pending. 4.9.1.3.17. Terminals A, B, and C Basis of Design, IT – May 10, 2010 Rev 01 5. Definitions 4.9.1.3.18. Entrance Facility (EF/MPOE): 4.9.1.3.19. Main Distribution Facility (MDF) 4.9.1.3.20. Intermediate Distribution Facility (IDF) 4.9.1.3.21. DFW International Airport Information Technology Services (DFW ITS) 4.9.1.3.22. American Airlines Information Technology Services (AA IT) 4.9.1.4. Attachments 4.9.1.4.1. American Airlines Communications Systems Facility Design Guidelines dated November 11, 2009. 4.9.1.4.2. Dallas/Fort Worth International Airport Communications Design Criteria Manual (DCM) dated November 16, 2009.

3. Premise Distribution System (PDS) 1. Scope 4.9.1.4.3. The scope of work for the PDS system consists of the labeling and protection of existing components to remain; the select, phased demolition of existing abandoned materials; and provision and installation of new PDS elements. The PDS includes the following components. 4.9.1.4.3.1. Telecommunications Spaces 4.9.1.4.3.2. Pathways 4.9.1.4.3.3. Backbone Cabling 4.9.1.4.3.4. Horizontal Cabling 4.9.1.4.3.5. Fire-stopping 4.9.1.4.3.6. Grounding and Bonding AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 79

4.9.1.4.3.7. Testing and Labeling 4.9.1.4.4. The scope encompasses the DFW Airport PDS, the TSA PDS, and the American Airlines PDS. 4.9.1.4.5. Telecommunications spaces for DFW Airport are existing or are provided for under other contracts, along with the primary DFW Airport backbone cabling; therefore, these elements are excluded from the TRIP scope. The provisioning and installation of the redundant DFW Airport backbone cabling is included in the TRIP scope. 4.9.1.4.6. PDS elements relating to other tenants in the facility are excluded in the TRIP scope, with the exception of pathways from the various tenant spaces to DFW Airport pathways. 4.9.1.4.7. Network electronics are excluded from TRIP scope. 4.9.1.4.8. Refer to the Technology Drawings and Specifications for details relating to the size, location, and configuration of these spaces. 4.9.1.5. Related Projects 4.9.1.5.1. The following projects precede or are concurrent to work described in this package. The Contractor is required to coordinate with stakeholders for these projects as necessary to properly phase and execute the work. 4.9.1.5.2. DFW ITS Comm. Rooms, Phase 1, Outside Plant and MPOEs. 4.9.1.5.3. DFW ITS Comm. Rooms, Phase 2, DFW IDFs. 4.9.1.5.4. AA MER MATV Head End Alterations at Terminal B MER. 4.9.1.5.5. AA CCTV Equipment Alterations at Terminal B MER. 4.9.1.6. Contractor Qualifications And Procurement Constraints 4.9.1.6.1. The cabling contractor shall be a Panduit Certified Installer (PCI), that has been regularly engaged in the installation of data communications cabling for the previous 5 years. C. Voice Systems 1. Scope 4.9.1.6.2. DFW Airport will be the telephone service provider for all tenants except American Airlines. DFW Airport telecommunications services will also encompass courtesy and emergency call boxes. These services will be PBX TDM digital and analog at opening of the terminal, with a planned upgrade to voice over IP in the future. Services will be managed by a vendor under contract to DFW Airport ITS, and will rely on PDS infrastructure. Payphone services will be managed by Verizon under contract with the DFW Airport Board. 4.9.1.6.3. American Airlines will continue to use their existing telephone system, which will continue to be managed by American Airlines IT . Services AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 80

will be PBX TDM digital and analog at the terminal opening. The existing fiber optic cabling used by the telephone system will be identified and reused when practical to do so. The TRIP will extend the various American Airlines telephone company demarcations to DFW Airport MPOEs. 4.9.1.6.4. The scope for voice communications systems design is 4.9.1.6.4.1. Phased removal of existing Verizon backbone cabling and closets. 4.9.1.6.4.2. Installation of new backbone and horizontal cabling within PDS. 4.9.1.6.5. Refer to Technology Drawings and Specifications for details. 4.9.1.7. Related Projects 4.9.1.7.1. Refer to PDS in this Section of the Design Narrative. 4.9.1.7.2. The following projects precede or are concurrent to work described in this package. The Contractor is required to coordinate with stakeholders for these projects as necessary to properly phase and execute the work. 4.9.1.7.3. AA PBX System upgrades to new hybrid TDM/IP system. 4.9.1.7.4. DFW ITS deployment of phone equipment at both MPOEs. 4.9.1.7.5. DFW ITS Comm. Rooms, Phases 1 and 2. 4.9.1.8. Contractor Qualifications And Procurement Constraints 4.9.1.8.1. Refer to PDS in this Section of the Design Narrative. 4.9.2. 802.11 Wireless Network 4.9.2.1. Scope 4.2. Related Projects 4.9.2.1.1. Terminal B has three separate Wi-Fi networks. All three will remain in service throughout and beyond TRIP projects. These systems function well and there are no known conflicts among them. All are 802.11g. 4.9.2.1.2. DFW Airport Commercial Wi-Fi service, provided and supported by T-Mobile, is managed by DFW Airport ITS. The system point of presence is at Energy Plaza. Access points (APs) are installed above ceilings, and network switches are installed above ceilings and in DFW MDF/IDFs. 4.9.2.1.3. The existing DFW Airport Commercial Wi-Fi (T-Mobile) system architecture will be altered by TRIP to locate all network switches in DFW Airport MDF/IDFs, to relocate APs displaced by construction, and to re- engineer, reposition, and add APs as necessary to maintain adequate coverage, following changes to building walls and ceilings.

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4.9.2.1.4. American Airlines Commercial Wi-Fi service, provided and supported by T-Mobile, is managed by American Airlines IT. Its coverage area is limited to Admirals Club locations. 4.9.2.1.5. The existing American Airlines Commercial Wi-Fi system will be altered by TRIP only as necessary to relocate APs displaced by construction, and to re-engineer, reposition, and add APs as necessary to maintain adequate coverage, following changes to building walls and ceilings. 4.9.2.1.6. American Airlines Private Wi-Fi service is provided and supported by American Airlines IT. Its coverage area includes ramp, back offices, concourses, ATOs, and curbside areas. 4.9.2.1.7. The American Airlines Private Wi-Fi service will be altered and expanded by TRIP to increase coverage areas and coverage density. It will be upgraded to 802.11n to increase bandwidth and to move away from the 2.4 GHz spectrum. 4.9.2.1.8. The TRIP will completely replace the American Airlines Private Wi- Fi system. All active electronics will be furnished and installed by the Contractor and configured by American Airlines IT. 4.9.2.1.9. Refer to Technology Drawings and Specifications for details. 4.9.2.1.10. Refer to PDS in this Section of the Design Narrative. 4.9.2.2. Contractor Qualifications And Procurement Constraints 4.9.2.2.1. All alterations to the DFW Airport Commercial Wi-Fi system shall be performed by T-Mobile, and must be coordinated through DFW Airport ITS. 4.9.2.2.2. All alterations to the American Airlines Commercial Wi-Fi system shall be performed by T-Mobile, and must be coordinated through American Airlines IT. 4.9.2.2.3. The Contractor is responsible for all equipment, wiring, power and installation of the American Airlines Private Wi-Fi system. The equipment will be configured by American Airlines IT. All work must be closely coordinated with American Airlines IT. 4.9.2.2.4. Contractor for AA Private Wi-Fi shall meet qualification requirements for PDS. 4.10. Information Technology Services (Special Systems) Design Narrative 4.10.1. Introduction and Project Description 4.10.1.1. Overview 4.10.1.1.1. This document defines the programmatic requirements and design guidelines for the technology systems that will support Terminal B at Dallas/Fort Worth International Airport. This program document should be used in conjunction with Design Development Drawings in order to achieve a

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holistic understanding of the technology systems required for ongoing operations. 4.10.1.2. Systems Covered 4.10.1.2.1. There are 14 IT Systems categories addressed by this Project. Moye Consulting is addressing the following special systems in this Section: 4.10.1.2.1.1. Electronic Visual Display Systems (EVIDS) 4.10.1.2.1.2. Common Use Self Service (CUSS) 4.10.1.2.1.3. Aircraft Auto Docking Guidance System (A-VDGS) 4.10.1.2.1.4. Lightning Detection Warning System 4.10.1.2.1.5. Final Bag Light 4.10.1.3. Design Information Used 4.10.1.3.1. Dallas/Fort Worth International Airport Communications Design Criteria Manual – November 16, 2009 4.10.1.3.2. American Airlines Communications Systems Facility Design Guidelines – November 11, 2009 4.10.1.3.3. Design workshops with American Airlines and DFW ITS representatives 4.10.1.3.4. Site surveys and field observations 4.10.1.4. Applicable Codes And Standards 4.10.1.4.1. ANSI/TIA-568-C.0 Generic Telecommunications Cabling for Customer Premises 4.10.1.4.2. ANSI/TIA 568-C.1 Commercial Building Telecommunications Cabling Standard 4.10.1.4.3. ANSI/TIA-568-C.2 Balanced Twisted-Pair Telecommunications Cabling and Components Standard 4.10.1.4.4. ANSI/TIA-568-C.3 – Optical Fiber Cabling Components Standard 4.10.1.4.5. ANSI/TIA/EIA-606-A Administration Standard for the Telecommunications Infrastructure of Commercial Buildings 4.10.1.4.6. ANSI/TIA/EIA-607 Commercial Building Grounding and Bonding Requirements for Telecommunications 4.10.1.4.7. BICSI Telecommunication Distribution Methods Manual (TDMM), Twelfth Edition. 4.10.1.4.8. NFPA 101 – Life Safety Code 4.10.1.4.9. 2008 National Electric Code with Dallas Amendments (NEC) 4.10.1.4.10. NFPA 70

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4.10.1.4.11. FCC Regulations: Part 68 – Connection of Terminal Equipment to the Telephone Network 4.10.1.4.12. American Airlines Communications Systems Facility Design Guidelines – November 11, 2009 4.10.1.4.13. Dallas/Fort Worth International Airport Design Guidelines, including Communications Design Criteria Manual – As amended, release pending. 4.10.1.4.14. Terminals A, B, and C Basis of Design, IT – May 10, 2010 Rev 01 4.10.1.5. Definitions 4.10.1.5.1. Entrance Facility (EF/MPOE): 4.10.1.5.2. Main Distribution Facility (MDF) 4.10.1.5.3. Intermediate Distribution Facility (IDF) 4.10.1.5.4. DFW International Airport Information Technology Services (DFW ITS) 4.10.1.5.5. American Airlines Information Technology Services (AA IT) 4.10.1.6. Attachments 4.10.1.6.1. American Airlines Communications Systems Facility Design Guidelines dated November 11, 2009. 4.10.1.6.2. Dallas/Fort Worth International Airport Communications Design Criteria Manual (DCM) dated November 16, 2009. 4.10.1.6.3. AA MER Systems Scope dated November 15, 2010. 4.10.2. Electronic Visual Display Systems (EVIDS) 4.10.2.1. Scope 4.10.2.1.1. The scope of work for the EVIDS consists of the following elements: 4.10.2.1.1.1. Flight Information Display Systems (FIDS) 4.10.2.1.1.2. Gate Information Display System (GIDS) 4.10.2.1.1.3. Baggage Information Display System (BIDS) 4.10.2.1.1.4. Ramp Information Display System (RIDS) 4.10.2.1.1.5. Counter Information Display System (CIDS)

4.10.2.2. Flight Information Display Systems (FIDS) 4.10.2.2.1. Terminal B will support two FIDS systems. DFW Airport will host the “public facing” FIDS that customers will consult for flight arrival and departure information on both the landside and airside of the terminal. American Airlines will host their own FIDS for back-of-house locations.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 84

4.10.2.3. Public Facing FIDS 4.10.2.3.1. The DFW Airport owned FIDS will consist of banks of LCD displays located throughout the concourse. These displays will show departure and arrival flight information. Banks of FIDS displays will be provided along the main passenger corridor on the airside of the concourse, as well as at select landside locations near security checkpoints and bag claim areas. 4.10.2.3.2. The existing DFW Airport FIDS architecture is expected to remain unchanged from current design, with the exception that FIDS will be distributed from all new DFW Airport Communications Rooms, rather than only Sky-Link Communications rooms. This will require DFW Airport to provide and install FIDS Clear-Cube servers in each DFW Airport Communications Room serving a FIDS bank. FIDS device cabling will be provided under the PDS scope of the TRIP. The Contractor is responsible for providing FIDS video receivers as defined in EVIDS Specification Section. 4.10.2.3.3. The standard monitor for all DFW Airport FIDS banks in Terminal B is a 40-inch commercial grade LCD (refer to Specifications for model number information). FIDS occurrences will be constructed in two configurations – a 12 LCD configuration and a 2 LCD configuration. The 12 monitor configuration will be installed in locations on Concourse Level – airside – and near security checkpoints. This configuration will contain 10 departures displays, 1 arrivals display and 1 visual paging display. Two monitor configurations will be located in Bag Claim areas on Concourse Level – landside. Each monitor will display Arrivals information. 4.10.2.3.4. The FIDS backend software will remain unchanged throughout the project. 4.10.2.4. Back-Of-House FIDS 4.10.2.4.1. American Airlines will utilize FIDS at various locations in staff areas of the Terminal. Typical locations of AA FIDS are ramp gate houses, break rooms, and baggage service offices. AA FIDS locations are separate from DFW FIDS and do not share hardware. 4.10.2.4.2. American Airlines FIDS will be provided via AA provided and installed PC connected to AA’s network. A standard PC and monitor, provided by AA, will be installed at each location. A typical PDS network drop location will be installed by Contractor at each AA FIDS location. Drop locations are identified on the Drawings. 4.10.2.4.3. American Airlines IT maintains an in-house software application that will be loaded on the dedicated AA FIDS PC. No Contractor provided software is required. 4.10.2.5. Gate Information Display System (GIDS) 4.10.2.5.1. American Airlines will host the GIDS in Terminal B. GIDS locations will be provided at each gate hold lounge on the Concourse Level. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 85

4.10.2.5.2. American Airlines GIDS content will be delivered by an American Airlines provided and installed PC connected to the American Airlines network. The PCs will be installed in American Airlines Telecommunications Rooms (TRs) and their video extended to their associated GIDS monitors. Cable drops for the GIDS monitors will be provided under the PDS scope of the TRIP. 4.10.2.5.3. American Airlines provides and maintains the GIDS application software. 4.10.2.6. Baggage Information Display System (BIDS) 4.10.2.6.1. American Airlines will host the BIDS in Terminal B. BIDS locations will be provided at public facing BIDS locations at each baggage claim on the Concourse level and in back-of-house areas on the ramp level. 4.10.2.6.2. American Airlines BIDS content will be delivered by an American Airlines provided and installed PC connected to the American Airlines network. The PCs will be installed in American Airlines TRs and their video extended to their associated BIDS monitors. Cable drops for the BIDS monitors will be provided under the PDS scope of the TRIP. 4.10.2.6.3. American Airlines provides and maintains the BIDS application software. 4.10.2.7. Ramp Information Display System (RIDS) 4.10.2.7.1. Currently there are few working RIDS signs in Terminal B. The RIDS functionality will be provided by the A-VDGS (Safe-gate Auto-docking) system. The installation of the A-VDGS system and all required software integration will be performed under a separate project. The TN series drawings will show DGS unit locations and data cabling pathway for reference only. 4.10.2.8. Counter Information Display System (CIDS). 4.10.2.8.1. American Airlines will host the CIDS in Terminal B. CIDS locations will be provided at each ticket counter location on the Concourse Level. 4.10.2.8.2. American Airlines CIDS content will be delivered by an American Airlines provided and installed PC connected to the American Airlines network. The PCs will be installed in American Airlines Telecommunications Rooms (TRs) and their video extended to their associated CIDS monitors. Cable drops for the CIDS monitors will be provided under the TRIP PDS scope. 4.10.2.8.3. American Airlines provides and maintains the CIDS application software.

4.10.2.9. Contractor Qualifications And Procurement Constraint

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 86

4.10.2.9.1. DFW Airport FIDS are managed and supported by DFW ITS and contractor ARINC. 4.10.2.9.2. AA FIDS are managed and supported by AA IT. 4.10.2.9.3. BIDS for Terminal B will be managed and supported by AA IT. 4.10.2.9.4. GIDS for Terminal B will be managed and supported by AA IT. 4.10.2.9.5. RIDS for Terminal B will be managed and supported by DFW ITS. 4.10.3. Common Use Self Service (CUSS) 4.10.3.1. Scope 4.10.3.1.1. The TRIP will provide a single CUSS kiosk at each security screening checkpoint, or at some other logical location, to serve passengers. These kiosks will integrate with the existing DFW Airport CUSS system. 4.10.3.1.2. American Airlines has requested that the CUSS kiosks not be prominently placed within their ticketing lobbies. 4.10.3.2. Operational Requirements 4.10.3.2.1. The main CUSS kiosk touch screen interface shall contain icons representing all the participating airlines. When a passenger selects his or her airline’s icon on the screen, the CUSS kiosk loads the requested airline’s application. When loaded, the screen shall have the look and feel of that specific airline's application. 4.10.3.2.2. CUSS kiosks will provide passengers with printed boarding passes and bag tags for bags that are to be checked. CUSS passengers will be allowed to tag their own bags and place them on the checked bag conveyor themselves. This conveyor will transport their bags to the local TSA bag screening facility. Once screened, CUSS bags will be transported to their departing terminal, and then loaded onto their designated aircraft. Meanwhile, CUSS passengers will pass through the nearest security screening checkpoint, board the Sky-Link , and travel to their departing terminal. 4.10.3.2.3. Self-service baggage check must be approved by the TSA and the local law enforcement organization in order for this functionality can be included on the CUSS platform. 4.10.3.3. Hardware and Software Requirements 4.10.3.3.1. CUSS kiosks will be specified to be consistent with the current IBM platform and will be based on the N7 Series, or equivalent, at the time of construction for Terminal B. Please see specifications for exact model number. 4.10.3.3.2. This Project will not change, modify, or supplement the current CUSS software or applications presently in place.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 87

4.10.3.3.3. Kiosks shall be installed at locations shown on the Drawings and cabled to the nearest DFW Airport IT closet. 4.10.3.3.4. Ethernet connectivity consisting of 2 Category 6 copper cables will be provided at each kiosk. The second of those cables is provided for future or spare use. 4.10.3.3.5. All current Service Level Agreements will remain in place. 4.10.3.4. Contractor Qualifications And Procurement Constraints 4.10.3.4.1. The cabling contractor shall be a Panduit Certified Installer (PCI) that has been regularly engaged in the installation of data communications cabling for the previous 5 years. 4.10.3.4.2. The existing CUSS integrator shall be responsible for procuring and installing CUSS kiosks. New kiosks will be added to the existing DFW Airport CUSS maintenance agreement.

4.10.4. Lighting Notification System 4.10.4.1. Scope 4.10.4.1.1. The existing American Airlines lightning notification delivery system will be replaced by the existing DFW Airport A-VDGS. 4.10.4.1.2. A new hardware/software interface will be developed as part of the separate A-VDGS project to allow the two systems to communicate with each other. 4.10.4.1.3. The A-VDGS displays will display the lighting warning notification.

4.10.4.2. Related Projects 4.10.4.2.1. The A-VDGS system will be installed under a separate project and should complete prior to TRIP related construction. 4.10.4.3. Contractor Qualifications And Procurement Constraints 4.10.4.3.1. Alterations to the A-VDGS must be coordinated through the DFW Airport ITS department and performed with the participation of the Safe-gate Group. Only Safe-gate may perform equipment engineering and software programming. 4.10.4.3.2. Alterations to the existing lightning notification system must be coordinated through American Airlines IT. 4.10.5. Final Bag Notification System 4.10.5.1. Scope 4.10.5.1.1. The existing American Airlines final bag notification delivery system will be replaced by the DFW Airport A-VDGS. A new workstation will be installed in the American Airlines Command and Control Center to provide the new user interface to the system. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 88

4.10.5.2. Related Projects 4.10.5.2.1. The Terminal B A-VDGS is scheduled to be completed in December of 2011. 4.10.5.3. Contractor Qualifications And Procurement Constraints 4.10.5.3.1. Alterations to the A-VDGS must be coordinated through the DFW Airport ITS department and performed with the participation of the Safe-gate Group. Only Safe-gate may perform equipment engineering and software programming. 4.10.5.3.2. Alterations to the existing final bag light system must be coordinated through American Airlines IT.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 89

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SECTION - 9: Terminal B- Public Address/ Voice Evacuation

Dallas - Fort Worth International Airport Terminal Renewal & Improvement Plan

Prepared For:

DFW Airport-Airport Development & Engineering 3003 South Service Road PO Box 612008 DFW Airport, TX 76251-2008 Desk-972-586-5846 | Cell-214-681-6977

Prepared By: Wai-Wize I, LLP 10440 Markison Road, Dallas, Texas 75238

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 90

11.2.3. Public Address/Voice Evacuation PA/VE

11.2.3.1. Overview

Currently the Public Address (PA) System in the terminal building is a combination of DFW and airline owned systems. However, there is an interim solution to migrate towards a unified campus wide PA system. This section will review both the current conditions as well as the interim conditions.

11.2.3.2. Current Conditions

General terminal wide announcements including TSA announcements are paged to the concourse and baggage claim areas within the Terminal. Amplifiers and head-end equipment are located in Communications Rooms on various levels of the Terminal for the concourse and bag claim areas while hold room amplifiers are located at gate counters.

DFW maintains and operates the PA system for hold rooms 13 through 39 in Terminal B. Amplifiers for each hold room are located at the individual gate counter so announcements made from the gate counter microphone are only distributed to the local hold room speaker zone.

American Airlines operates and maintains Public Address equipment for gates 1 through 12 in Terminal B. Similar to the DFW maintained hold rooms, amplifiers are located at the gate counters and local microphone announcements can only be broadcast to the immediate hold room area unless the paging operator is called.

American Airlines (AA) currently contracts out an operator service for announcements in their zones. Employees or customers can dial a local number from their phone, or designated white “paging phones” to request an announcement. The operator then has the ability to record a message to broadcast to the AA operated zones.

In addition to the PA coverage described above, Terminal B also has speakers located outside on both the arrivals and departures level. The exterior speaker zones are setup to play background music when announcements are not being broadcast.

Sky-Link stations are currently covered by a separate Public Address System, operated by the Maintenance Support Facility (MSF). The Facility can page to the stations and select Sky-Link cars. Currently, emergency evacuation for Terminal B is handled by the Fire Alarm (FA) System.

11.2.3.3. Interim Solution and Enabling Projects

The interim solution will be in place prior to the start of Terminal Development Program (TDP) construction. The interim solution proposes the installation of an Ethernet based head-end and signal processing equipment located, as necessary, in the Communications Room to serve the AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 91

terminal building. The design of the required infrastructure is based on the Ross & Baruzzini May 12th, 2009 IT Terminal Conceptual Design.

Audio signals will be distributed to zone tie boxes via new ramp level communication rooms, which are anticipated to be the demarcation for demolition work included in the TDP. The interim solution will provide connectivity from the communication rooms/zone tie boxes to the existing speaker circuits.

Ethernet based microphone stations compatible with the digital head-end equipment will be provided in the interim solution. As well, ambient microphones will be added to the system so that audio signals can be attenuated based on the actual ambient noise in each zone. When the existing speaker circuits are connected to the new system, the existing amplifiers and head-end equipment will be removed. Ethernet based microphone stations compatible with the digital head-end equipment will be provided in the interim solution. As well, ambient microphones will be added to the system so that audio signals can be attenuated based on the actual ambient noise in each zone.

When the existing speaker circuits are connected to the new system, the existing amplifiers and head-end equipment will be removed. The intent of the interim solution is to migrate the airport towards a unified campus wide Public Address System. Additionally, the interim PA project will be in place to make TRIP construction phasing more efficient. It will be noted that while the interim solution will be designed for and allow the PA system to be utilized for Voice Evacuation, the interim solution will not be operating as the VE portion of the FA System.

11.2.4. Operational Requirements

The Public Address System will be used to collect, manage, and distribute high quality audible information to specific areas throughout the terminal building. The PA system will be specifically designed and focused on intelligibly reproducing live or prerecorded voice messages.

The TDP PA work will rely on the successful completion of two key enabling projects. The first is the construction of the campus backbone infrastructure, terminal Communications Rooms, and terminal backbone infrastructure as outlined in the Ross & Baruzzini May 12th, 2009 IT Terminal Conceptual Design. The second is the execution of the PA/VE head-end upgrades as described in the Ross & Baruzzini December 2009 PA/VE Implementation Plan.

Based on the investment in existing head-end equipment and a strong desire for a uniform enterprise level campus wide paging system, the Airport prefers to base the PA/VE system design on an enhanced Terminal D model, which utilizes IED equipment. The Airport wishes the PA system to be used as the audible portion of the Voice Evacuation (VE) System. Currently, the IED system is not listed for use as a Fire Alarm system for voice evacuations or to broadcast mass notification messages. Therefore, use of the PA system for the audible portion of the VE System will require close compliance with and approval from the Authority Having Jurisdiction (AHJ) and Fire Marshall.

The PA system will be used as the audible portion of the Voice Evacuation (VE) System. Currently, the IED system is not listed for use as a Fire Alarm system for voice evacuation AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 92

announcements or to broadcast mass notification audible systems. Therefore, use of the PA system for the audible portion of the VE System will require close compliance with and approval from the Authority Having Jurisdiction (AHJ) and Fire Marshall. The design and construction will include mutually agreed upon in-depth testing as it relates to code required monitoring of circuit integrity. The system will be designed by and bear the stamp of a registered design professional with a background in fire alarm and audio systems design.

In addition, based on the perceived risks and Emergency Response Plan (ERP) requirements, DFW has chosen to proactively address the need for an Emergency Communication System by including requirements in their building standards. Therefore use of the PA/VE System will include In-Building Mass Notification functionality as required by code. In addition, NFPA 72 6.8.6.3 requires VE speaker zones to match FA zones and provide VE speakers in all back of house areas for full audible coverage. Speakers will also be provided at the curbside for emergency communications related announcements.

Since the PA/VE system will be considered an integral component of the building fire alarm system, the installation work will be accomplished by a State of Texas licensed contractor and factory trained authorized personnel experienced with the type and style of the equipment to be installed.

As a critical building system, all cable including microphone and speaker circuits will be protected in conduit. Further, to support voice evacuation, uninterruptible power will be supplied to provide the PA/VE system components with twenty-four (24) hours of backup availability in case of power failure per 2010 NFPA 72 and be able to fully operate for 15 minutes. This requirement is also necessary for Local Area Network equipment utilized for PA/VE communications. The twenty-four (24) hour capacity is required as a result of emergency generators not being provided. If a Type 10, Class 24, Level 1, emergency generator is provided then the battery backup requirements can be reduced from twenty-four (24) hours to four (4) hours.

11.2.5. System Concept

The PA system is comprised of 3 groups; head-end equipment located in the Main Communications Rooms, signal processing equipment located in each Communications Room including the Main Communications Room, as well as field devices and interconnecting cable and conduit throughout the terminal. The IED equipment installed in the terminal will utilize Ethernet communications on the DFW LAN. The PA/VE system will also be installed in the existing A-B Sky Bridge Connector. The design team will have to determine if services to this system will be coming from Terminal A, B, or both.

The system will be designed such that audible information can be transmitted to select zones within the building, to the entire building, or to another terminal. The ability to route the information will be adjusted and controlled by the system so that for example a gate agent could page to the local hold room while general announcements could be distributed to circulation areas, throughout the building, or a gate change could be announced in another terminal. Further, the system will manage and queue the audio so that messages are delivered individually. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 93

To ensure the audibility of voice messages, the system shall measure background audio levels and make live adjustments to the output audio levels to individual zones. For example, the system will distinguish between zones comprised of a loud hold room and ensure that a page to the area remains a specific decibel level above the background.

All audio signals will be microprocessor managed and controlled from input to the system, through management, routing and output. The system will be expandable so that additional microphone inputs or output speakers can be added to the system. Head-end and signal processing equipment shall be a modular, rack mountable design so to handle expansion of the system. To handle the required communications capacity, there will be two (2) head-ends per terminal. The system will have a computer based graphical user interface (GUI) for programming, management, troubleshooting, and maintenance from authorized workstations. Speaker circuits will be monitored for circuit integrity and an alarm signal shall be sent if an audio circuit loses connectivity. Similarly, an alarm signal will be sent if head-end and processing equipment is unable to perform its necessary function.

Speaker zones will match FA zones and be generally located throughout the building and curbside to provide full code required VE and MNS coverage, with the exception that some back of house areas will require FA horns where ambient noise levels make voice paging ineffective.

Microphones will be located at all gates, ticket counters, baggage service offices, and the fire command center. It is anticipated that TSA security screening checkpoints will not require microphones.

11.2.6. PA/VE Regulatory Codes and Standards

All Public Address System work shall abide by the following codes. • International Building Code: 2009 IBC • International Fire Code: 2009 IFC • National Fire Protection Association: 2008 NFPA 70, National Electrical Code (NEC) • National Fire Protection Association: 2010 NFPA 72, National Fire Alarm Code

All Public Address System work will abide by the following standards and guidelines. WAmerican National Standards Institute (ANSI), Telecommunications Industry Association (TIA), and Electronic Industry Alliance (EIA): ANSI/TIA/EIA standards as listed below • ANSI/TIA/EIA 455-50: Light Launch • ANSI/TIA/EIA 526-14A: Measurement of Optical Power Loss of Installed Multimode Fiber Cable Plant • ANSI/TIA/EIA 568-B: Commercial Building Telecommunications Wiring Standards • ANSI/TIA/EIA 569-A: Commercial Building Standard for Telecommunications Pathways and Spaces • ANSI/TIA/EIA 606-A: Administration Standard for the Telecommunications Infrastructure of Commercial Buildings

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 94

• ANSI/TIA/EIA J-ST-607-A: Grounding and Bonding Requirements for Telecommunications in Commercial Buildings WBuilding Industry Consulting Services International: BICSI Telecommunications Distribution Methods Manual (TDMM) WDFW Airport Authority Design Guidelines including the Design Criteria Manual WElectronic Industry Alliance (EIA): standards as listed below. • EIA-160: Sound Systems • EIA-299-A: Loudspeaker, Dynamic Magnetic Structures, and Impedance • EIA-310-D-2: Universal Network Equipment Rack and Cabinet • EIA SE-101-A: Amplifiers for Sound Equipment • EIA SE-103: Speakers for Sound Equipment • EIA SE-104: Engineering Specifications for Amplifiers for Sound Equipment • EIA SE-105: Microphones for Sound Equipment WInstitute of Electrical and Electronic Engineers (IEEE): standards listed below. • IEEE 802.3ae: 10 Gigabit Specification. • IEEE 802.3ab: 1000 Base-T specification • IEEE 802.3u: 100 Base-T specification • IEEE 802.3: 10 Base-T specification

Manufacturer Recommendations and Guidelines • UL Compliance and Labeling: System components will be UL listed and labeled

11.2.7. Materials and Equipment Standards

For Paging Microphones, Ambient Microphones, and other audio devices: Based on the proprietary nature of the Public Address System, head-end equipment, processing equipment, and some field devices will be required to match the existing equipment in Terminal D. Proprietary equipment includes head-end, signal processing/amplification, and microphones. Any manufacturer meeting the performance requirements for speakers and cabling can be used.

Electronic Cable Requirements: Pending design calculations, all electronic cable will be minimum 20 AWG tinned-copper shielded twisted pair conductors. Individual cables will be color coded with low-loss polyethylene insulation and a 20 AWG stranded shielded tinned copper drain wire. These minimum requirements may be increased if required, or recommended by the equipment manufacturer. Speaker Cabling Requirements: Pending design calculations, all Public Address speaker cable will be UL listed Article 725 (UL 444 for plenum applications) minimum 14 gauge, tinned copper with PVC insulation and an overall PVC jacket. Any speaker cabling that crosses evacuation zones (if any) will be Circuit Integrity (CI) rated for survivability during a fire event. All speaker circuits will be monitored to detect continuity with an end of line filter module.

PA Speaker Requirements: 4-inch, 6-inch, or 8-inch speakers with plenum rated back boxes will be required. Final selection will be based on the ceiling heights and treatments in each area. Coordination with the Architect will be required to match the grille type based on the ceiling conditions. AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 95

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SECTION -10: Terminal B- In Building Radio System

Dallas - Fort Worth International Airport Terminal Renewal & Improvement Plan

Prepared For:

DFW Airport-Airport Development & Engineering 3003 South Service Road PO Box 612008 DFW Airport, TX 76251-2008 Desk-972-586-5846 | Cell-214-681-6977

Prepared By:

Wai-Wize I, LLP 10440 Markison Road, Dallas, Texas 75238

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 96

11.3.2. Radio Systems – Operations Requirements

11.3.2.1. In-Building Radio System (IBRS)

The Terminal Renewal and Improvement Program (TRIP) provides an opportunity to enhance in-building radio coverage to Terminal B. In-building radio coverage is expected to be in-line with Terminal D operations as well as meet the criteria for Two-Way Radio Communications Enhancement Systems as defined in the 2010 version of NFPA 72.

Enhanced radio coverage will provide more uniform expectation of in-terminal radio communication for staff and tenants operating in Terminal B. The IBRS system’s primary function will be to support two-way, in-building emergency services communications in the terminal building during incident response. The secondary purpose is to enhance radio coverage of DFW and tenant day-to-day operational radio systems.

The IBRS will be compatible with all DFW and AA radio equipment. Furthermore, it will be designed, implemented, and tuned to ensure there is no interference with these operational systems.

The current Radio Simulcast system along with the new IBRS project grants as one of the main benefits when complete would be superior RF coverage in the DFW Airport service area. In- building distributed antenna systems will be provided in the terminal building to further enhance radio coverage within the building.

The TRIP IBRS work will rely on the successful completion of the campus backbone infrastructure, terminal Communications Rooms, and terminal backbone infrastructure. These projects will provide the fiber backbone infrastructure to establish remote head-end connections, remote donor connections, and interconnect the main antenna units and remote antenna units via the fiber optic backbone.

The IBRS will enhance RF radio coverage to the interconnected operational systems. Minimum RF signal strength levels throughout the terminal buildings will be -95dBm on the inbound. A minimum signal strength of -95dBm is also required at the donor site (outbound). Additional signal strength will be required in areas to achieve minimum signal to noise ratios to support reliable communications. The minimum isolation between the donor antenna and each indoor antenna’s will 15dB, i.e. the indoor antennas will be 15dB lower than the donor.

The Radio IBRS will be specifically designed and focused on distribution and delivery of two- way radio communications throughout the terminal building. IBRS design will take into consideration the client’s Total Cost of Ownership (TCO). Design recommendations will include the following TCO components and analysis:

• Capital costs • Maintenance Costs • Ease of Use / Maintainability • Flexibility

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 97

• Future Applications / Investment Protection • System Security

11.3.2.2. Radio System components

The existing terminal houses various radio system components and head-end equipment for the tenant airlines, i.e. American Airlines. The TRIP design will identify any impacts to existing operating equipment and provide a mitigation / migration strategy to avoid any degradation to on-going terminal operations. It is anticipated that design will need to take into account the following components at a minimum:

• Radio System Head ends • Remote Transmitters and Receivers • Bi-Directional Amplifiers • Cabling between active RF components and antennas • Communication circuits and cabling that links active components

11.3.3. Radio Systems Concept

11.3.3.1. Radio IBRS

A Radio IBRS will be designed to enhance the indoor RF coverage for the primary purpose of enhancing in-building emergency services communications in the terminal buildings during incident response as well as enhance radio coverage of DFW and tenant day-to-day operational radio systems. The Radio IBRS will meet requirements of the 2010 NFPA 72, National Fire Alarm and Signaling Code and the 2009 International Building Code. An IBRS will be deployed to provide 99% coverage in critical areas such as Critical areas, such as the emergency command center(s), the fire pump room(s), exit stairs, exit passageways, standpipe cabinets, sprinkler sectional valve locations, and other areas deemed critical by DPS. General areas will achieve a minimum coverage of 90%. This includes all remaining terminal levels and spaces, pedestrian walkways and baggage tunnels. Minimum signal strength in the coverage areas will be -95dBm.

11.3.3.2. Head-end

The DFW Head for current IBRS is established at Terminal D. It houses the main IBRS active equipment, and will be the interface point between the Donor Antennas, Base Transceiver Stations and remote antenna units serving the indoor antenna units. The head-end location houses the following equipment:

• Base Transceiver Station (BTS) interface • Fiber optic cabling and transceivers • Signal Boosters • Combiners, multi-couplers, Filters, and multiplexers • Fiber optic head-end to feed remote antenna units

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 98

The head-end will provide signal amplification and filtering between the donor antennas and indoor antenna units, i.e. inbound and outbound communications. Amplification equipment will have FCC certification prior to installation. Head-end equipment will be compatible with both analog and digital communications simultaneously at the time of installation. Head-end equipment will be tuned to ensure that required isolation is maintained. Additionally, propagation delay will be minimized to ensure system performance.

The head-end with its current configuration is provisioned to support IBRS coverage throughout Terminal D only. A key component must be added at the head end to support IBRS extension to Terminal B or and any future Airport Terminal area.

11.3.3.3. Radio IBRS Remote Antenna Units (RAU)

RAUs extend the reach of head-end and provide an interface point between the head-end and horizontal coaxial cable feeding the indoor antenna units. RAUs will be located at each telecommunications room. RAUs will be connected back to the Head-end through Fiber optic backbone cabling based on a star topology. Backbone fiber optics will be single-mode OS2 fiber and be terminated at both ends with Angled Polished Connectors (APC). RAUs will feed the coaxial based horizontal distribution feeding individual indoor antennas.

The number and the location of the RAU will be determined by conducting RF Site Survey at Terminal B.

11.3.3.4. Radio IBRS Horizontal Distribution

Each terminal communications room will be the distribution point providing zoned horizontal distribution of radio IBRS signals. IBRS zones will correlate with (PDS) zone wiring. Horizontal distribution will be based on 50 ohm coaxial cabling and a cascade of splitters and taps to distribute the signals. Coaxial cabling will be placed in designated PDS pathways and terminated on N-connectors. Splitters and Taps will be located in accessible locations, and will be secured with tamper resistant screws or locks to discourage unauthorized modifications. Individual indoor antenna units will be selected to perform along the entire IBRS operating frequency if possible.

11.3.3.5. IBRS Supervision and Alarming

The current IBRS system at Terminal D lacks an Alarm and Supervisory monitoring system. Extending the radio IBRS system to Terminal B will not address the Alarm and Supervisory System upgrade. A separate Head End upgrade project will address this issue. The radio IBRS equipment at Terminal B will be provisioned to support Alarm and Supervisory system.

11.3.4. Radio Systems Regulatory Codes and Standards

All Radio System work will abide by the following codes.

• International Building Code: 2009 IBC • International Fire Code: 2009 IFC AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 99

• ANSI/IEEE C2-2007, National Electrical Safety Code • W National Fire Protection Association: 2008 NFPA 70, National Electrical Code (NEC) • National Fire Protection Association: 2010 NFPA 72 National Fire Alarm and Signaling Code • Federal Communications Commission (FCC), Code of Federal Regulations (CFR) – CFR Title 47 • All Radio work will abide by the following standards and guidelines. • Underwriters Laboratories (UL) Cable Certification and Follow-Up Program • TIA-758-A Customer-owned Outside Plant Telecommunications Infrastructure Standard • TIA 568-C.0: Generic Telecommunications Cabling for Customer Premises • TIA 568-C.1 - Commercial Building Telecommunications Cabling Standard • TIA 568-C.2 - Copper Cabling Components • TIA 568-C.3 - Optical Fiber Cabling Components • W ANSI/TIA/EIA 606-A: Administration Standard for the Telecommunications Infrastructure of Commercial Buildings • ANSI/J-STD-607-A: Grounding and Bonding Requirements for Telecommunications in Commercial Buildings • Building Industry Consulting Services International: BICSI Telecommunications Distribution Methods Manual (TDMM) and BICSI Outside Plant Design Reference Manual (OSPDRM) • DFW Airport Authority Design Guidelines including the Design Criteria Manual • Manufacturer Recommendations and Guidelines

11.3.5. Radio Systems Materials and Equipment Standards

Radio equipment will meet the following requirements:

All active components will be rack mounted or panel-board mounted within a communication room.

Active components will be provided to ensure suitable signal level is received at each indoor antenna unit.

Chassis based active components will provide a means of manageability, e.g. SNMP.

Fiber Optic Cable and connectors will meet the following requirements:

• Backbone Fiber Optic Cable will be OS2 type single-mode cable. • Fiber Optic connectors will be Angled Polished Connectors (APC) SC type. • The cable will be UL-listed for its application. Coaxial Cable will meet the following requirements: • Backbone Coaxial Cable will 50 ohm with a minimum of 7/8” Heliax performance characteristics. Higher performance backbone cable will be specified if active AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 100

amplification can be eliminated by using a larger cable with less attenuation at the applicable channel frequencies. • Horizontal Coaxial Cable will 50 ohm with a minimum of 1/2” Heliax performance characteristics. .Higher performance horizontal cable will be specified if active amplification can be eliminated by using a larger cable with less attenuation at the applicable channel frequencies. • The cable will be UL-listed for its application.

The design will coordinate with the PDS designer to coordinate use of pathways and spaces.

AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 101

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AIRPORT DEVELOPMENT AND ENGINEERING Topic: DFW TRIP- SA-10 – Terminal B - Design Narrative Date: July 15, 2011 102

TABLE OF CONTENTS PAGE A. INTRODUCTION 1 B. DEFINITIONS AND GENERAL REQUIREMENTS 1 1. Use Groups: ...... 1 2. Existing Construction Type: ...... 1 3. Existing Buildings: ...... 2 C. MEANS OF EGRESS 2 1. Occupant Load: ...... 2 2. Exit Capacity: ...... 3 3. Number of Exits Required (Table 1021.1): ...... 4 4. Accessible Means of Egress (1007): ...... 5 5. Exit Arrangement: ...... 6 6. Protruding Objects (1003.3): ...... 7 7. Exit Access Aisles (1017.1): ...... 8 8. Means of Egress Doorways (1008): ...... 8 9. Security Grilles (1008.1.4.5): ...... 11 10. Exit Access Corridors (1018.2): ...... 12 11. Elevation Change (1003.5): ...... 13 12. Means of Egress Stairways (1009): ...... 13 13. Smokeproof Enclosures (DFW-1020.1.7): ...... 16 14. Ramps (1010): ...... 16 15. Handrails (1012): ...... 17 16. Guards (1013): ...... 17 17. Exit Discharge (1027): ...... 18 18. Exit Passageways: ...... 20 19. Exit Signs (1011): ...... 20 20. Means of Egress Illumination (1006): ...... 21 D. CONSTRUCTION REQUIREMENTS 22 1. Fire Resistance of Structural Elements (Tables 601 and 602): ...... 22 2. Incidental Accessory Occupancies: ...... 23 3. Noncombustibility Requirements (603.1): ...... 23 4. Exterior Wall Construction (705): ...... 25 5. Fire Barriers (707): ...... 26 6. Elevator Lobbies: ...... 27 7. Shafts (708): ...... 27 8. Door Opening Protective Devices : ...... 30 9. Integrity of Fire Separation Wall Assemblies (713.3): ...... 30 10. Horizontal Assemblies (712): ...... 31 11. Fire Resistant Joint Systems (714): ...... 32 12. Fire/Smoke Dampers (716.5): ...... 33 13. Roof Coverings (1505.1): Class B roof covering minimum...... 34 14. Interior Wall and Ceiling Finish (803.0): ...... 34 15. Interior Floor Finish (804): ...... 36 16. Penthouses (1509.2): ...... 36 E. SPECIAL PROVISIONS 37 1. Aircraft Loading Walkways: ...... 37 2. Requirements for Loading Walkways: ...... 37 3. Cab and Rotunda Slat Curtains: ...... 38 4. Emergency Lights: ...... 38 F. FIRE PROTECTION EQUIPMENT 38 1. Automatic Sprinklers (903): ...... 38 2. Standpipes (905): ...... 40 3. Fire Hydrants: ...... 41 4. Smoke Detectors: ...... 41 5. Fire Alarm System (907): ...... 42 6. Supervision: ...... 45 7. Portable Extinguishers (F-906): ...... 45 8. Fire Command Center (911): ...... 45 G. ELEVATORS 46 1. Design Standard: ...... 46 2. Smoke Detection: ...... 46 3. Firefighters’ Emergency Operation Required: ...... 47 4. Stretcher Requirements (DFW-3002.4): ...... 47 5. Emergency Signs (3002.3): ...... 47 6. Emergency Lighting: ...... 47 7. Pipes or Ducts Located in Hoistways or Machine Rooms: ...... 47 8. Elevator Machine Rooms (3006): ...... 47 9. Hoistway Venting (3004.1): ...... 48 10. Shunt Trip ...... 48 H. MECHANICAL/ELECTRICAL REQUIREMENT 48 1. Ducts: ...... 48 2. Outside Air Exhaust and Intake Openings: ...... 49 3. Electric Rooms - Means of Egress: ...... 49 4. Standby Power Systems (2702): ...... 50 5. Emergency Power Systems: ...... 50

CODE ABSTRACT

A. INTRODUCTION

This abstract of code requirements has been produced for the proposed renovations to Terminal A at the Dallas/Fort Worth International Airport, located in Irving, Texas. The provisions identified in this abstract are based on the 2009 International Building Code (IBC) and the 2009 International Fire Code (IFC).

This abstract is intended to summarize the significant fire protection and life safety provisions of the adopted codes that apply to this project.

Unless noted otherwise, these references are from the 2009 International Building Code (IBC). References from the 2009 International Fire Code (IFC), the 2009 International Mechanical Code (IMC) or the 2008 NFPA 70 National Electrical Code are indicated by “F-”, “M-“, and “E-”, respectively.

Dallas/Fort Worth Airport Amendments to the International Codes are based on the December 18, 2009 letter from the Building Official addressing the 2006 Amendments and their applicability to the 2009 IBC and IFC. The 2009 IBC Proposed Code Amendments to the IBC and IFC have also been included in this abstract. These Amendments are denoted by “DFW”.

The following outline does not include provisions from the Americans with Disabilities Act (ADA), ANSI A117.1, or any state or local design standards for handicapped accessibility. Designers must be aware that applicable accessibility standards may conflict with the building code provisions outlined herein.

B. DEFINITIONS AND GENERAL REQUIREMENTS

1. Use Groups: A-2, Cafés, Restaurants (303) A-3, Waiting Areas in Passenger Terminal Buildings Multi-purpose assembly rooms and spaces greater than 750 ft2 B, Business (304) M, Mercantile (309) S-2, Low Hazard Storage (Baggage Handling) (311) S-1, Moderate Hazard Storage (311)

Mixed Use and Occupancy: Where a building contains two or more occupancies or uses, the building must comply with mixed, accessory, incidental, separated and/or nonseparated provisions (508.3).

Nonseparated uses (508.3.1): Nonseparated occupancies must be individually classified in accordance with 302.1. The requirements of this code must apply to each portion of the building based on the occupancy classification of that space except that the most restrictive applicable provisions of Chapter 9 and Section 403 must apply to the building or portion thereof where nonseparated occupancies are located.

2. Existing Construction Type: IB Protected Noncombustible

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-1 3. Existing Buildings:

a. General: Alterations, repairs, additions and changes of occupancy to existing structures must comply with the provisions for alterations, repairs, additions and changes of occupancy in the International Fire Code, International Fuel Gas Code, International Mechanical Code, International Plumbing Code, International Property Maintenance Code, International Private Sewage Disposal Code, International Residential Code and NFPA 70.

b. Building materials must comply with the requirements of this section:

1) Materials already in use in a building in compliance with requirements or approvals in effect at the time of their erection or installation must be permitted to remain in use unless determined by the building code official to be dangerous to life, health or safety. Where such conditions are determined to be dangerous to life, health or safety, they must be mitigated or made safe.

2) Except as otherwise required or permitted by this code, materials permitted by the applicable code for new construction must be used. Like materials must be permitted for repairs and alterations, provided no hazard to life, health or property is created. Hazardous materials must not be used where the code for new construction would not permit their use in buildings of similar occupancy, purpose and location.

c. Alterations to Existing Buildings: Except as provided by Section 3401.4 or this section, alterations to any building or structure must comply with the requirements of the code for new construction. Alterations must be such that the existing building or structure is no less complying with the provisions of this code than the existing building or structure was prior to the alteration.

EXCEPTION 1: An existing stairway must not be required to comply with the requirements of Section 1009 where the existing space and construction does not allow a reduction in pitch or slope.

EXCEPTION 2: Handrails otherwise required to comply with Section 1009.12 must not be required to comply with the requirements of Section 1012.6 regarding full extension of the handrails where such extensions would be hazardous due to plan configuration.

C. MEANS OF EGRESS

1. Occupant Load:

a. The occupant load of a space is determined based on the floor area. The following table contains the occupant load factors used to determine the occupant load based on the use of the space. The floor area used to determine the occupant load is either a gross value or a net value, as noted in the table.

b. Net square floor area is defined as the actual occupied area within the assembly area. Fixed elements such as cabinets, planters, and fixed equipment should not be included in the area used to determine the occupant load.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-2 c. The determination of gross floor area includes fixed elements, such as columns.

OCCUPANT LOAD CALCULATIONS (TABLE 1004.1.1) OCCUPANT LOAD FACTOR USE ft2/OCC Offices 100 (gross) Storage / Mechanical 300 (gross) Assembly: - Table & chairs 15 (net) - Non-fixed stairs 7 (net) - Fixed seating # of seats Kitchen, Commercial 200 (gross) Mercantile: - Basement and grade floor areas 30 (gross) - Areas on other levels 60 (gross) - Storage, stock, shipping areas 300 (gross) Locker Rooms 50 (gross) Passenger Terminal Buildings: - Waiting 15 (gross) - Baggage Claim 20 (gross) - Concourse 100 (gross) - Baggage Handling 300 (gross)

d. Every room or space that is an assembly occupancy must have the occupant load of the room or space posted in a conspicuous place, near the main exit or exit access doorway from the room or space. Posted signs must be of an approved legible permanent design and must be maintained by the owner or authorized agent (1004.3).

EXCEPTION: Waiting areas in transportation terminals to include, but not limited to, the ticketing, security screening, passenger gate waiting areas, and similar areas directly related to the transportation activity (DFW-1004.3)

2. Exit Capacity:

a. The total width of means of egress must be not less than the occupant load served by the means of egress multiplied by the following factors (1005.1):

STAIRWAYS OTHER EGRESS COMPONENTS 0.20 in/occupant 0.15 in/occupant

b. The means of egress width must not be less than as required by the code under which constructed but not less than as required by this section. The total width of means of egress in inches must not be less than the total occupant load served k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-3 by the means of egress multiplied by the factors in Table 4604.7 and not less than specified elsewhere in this section. Multiple means of egress must be sized such that the loss of any one means of egress must not reduce the available capacity to less than 50 percent of the required capacity. The maximum capacity required from any story of a building must be maintained to the termination of the means of egress (F-4604.7).

c. Alterations to any existing building or structure must not be affected by the egress width factors in Section 1005.1 for new construction in determining the minimum egress widths or the minimum number of exits in an existing building or structure. The minimum egress widths for the components of the means of egress must be based on the means of egress width factors in the building code under which the building was constructed, and must be considered as complying means of egress for any alteration if, in the opinion of the building code official, they do not constitute a distinct hazard to life (3404.6).

d. Where exits serve more than one floor, only the occupant load of each floor considered individually need be used in computing the required capacity of exits at that floor, provided that the exit capacity must not decrease in the direction of egress travel (1004.4).

3. Number of Exits Required (Table 1021.1):

a. Every floor must be provided with the following minimum number of approved independent exits based on the occupant load:

OCCUPANT LOAD NUMBER OF EXITS 1-500 2 501 to 1,000 3 More than 1,000 4

b. At least two exits or exit access doors must be provided from any space where the occupant load of the space exceeds that shown below or where the common path of egress travel from any point within the space to the point where two separate and distinct paths of egress travel to two exits are available exceeds that shown below (1014.3, 1015.1):

MINIMUM 2 MEANS OF EGRESS REQUIRED IF OCCUPANT LOAD COMMON PATH OF OCCUPANCY GREATER THAN TRAVEL (TABLE 1015.1) LIMITATIONS (PERSONS) (1014.3) (FEET) Assembly 49 75 Mechanical, Storage 29 100 Business 49 100 Mercantile 49 75

c. Boiler, incinerator and furnace rooms (1015.3): Two exit access doorways are required in boiler, incinerator and furnace rooms where the areas is over 500 square feet and any fuel-fired equipment exceeds 400,000 British thermal units (Btu) input capacity. Where two exit access doorways are required, one is permitted to be a fixed ladder or an alternating tread device. Exit access doorways must be separated by a horizontal distance k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-4 equal to one-half the length of the maximum overall diagonal dimension of the room.

d. Refrigeration machinery rooms (1015.4): Machinery rooms larger than 1,000 square feet must have not less than two exits or exit access doors. Where two exit access doorways are required, one such doorway is permitted to be served by a fixed ladder or an alternating tread device. Exit access doorways must be separated by a horizontal distance equal to one-half the maximum horizontal dimension of room.

All portions of machinery rooms must be within 150 feet of an exit or exit access doorway. An increase in travel distance is permitted in accordance with Section 1016.1.

Doors must swing in the direction of egress travel, regardless of the occupant load served. Doors must be tight fitting and self-closing.

e. Refrigerated rooms or spaces (1015.5): Rooms or spaces having a floor area larger than 1,000 square feet, containing a refrigerant evaporator and maintained at a temperature below 68oF, must have access to not less than two exits or exit access doors.

Travel distance must be determined as specified in Section 1016.1, but all portions of a refrigerated room or space must be within 150 feet of an exit or exit access door where such rooms are not protected by an approved automatic sprinkler system. Egress is allowed through adjoining refrigerated rooms or spaces.

EXCEPTION: Where using refrigerants in quantities limited to the amounts based on the volume set forth in the International Mechanical Code.

4. Accessible Means of Egress (1007):

a. Accessible spaces must be provided with not less than one accessible means of egress. Where more than one means of egress is required from any accessible space, each accessible portion of the space must be served by not less than two accessible means of egress.

EXCEPTION: Accessible means of egress are not required in alterations to existing buildings.

b. Each required accessible means of egress must be continuous to a public way, or, where the exit discharge is not accessible, an exterior area for assisted rescue must be provided in accordance with Section 1007.2.

c. Exit stairways: Exit stairways are not required to incorporate an area of refuge floor-level landing or have 48 inches clear between handrails in fully-sprinklered buildings (1007.3).

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-5 5. Exit Arrangement:

a. Multiple means of egress must be sized such that the loss of any one exit does not reduce the available capacity to less than 50% of that required (1005.1).

b. Group A occupancies that have an occupant load of greater than 300 must be provided with a main exit. The main exit must be of sufficient width to accommodate not less than one-half of the occupant load, but such width must not be less than the total required width of all means of egress leading to the exit. The main exit must front on at least one street or an unoccupied space of not less than 10 feet width that adjoins a street or public way (1028.2).

In addition to having access to a main exit, each level in a Group A occupancy having an occupant load greater than 300 must be provided with additional means of egress that provide an egress capacity for at least one-half of the total occupant load served by that level.

EXCEPTION: In assembly occupancies where there is no well defined main exit or where multiple main exits are provided, exits are permitted to be distributed around the perimeter of the building, provided that the total width of egress is not less than 100% of the required width.

c. Required exits must be located in a manner that makes their availability obvious. Exits must be unobstructed at all times (1015.2).

d. Remoteness (1015.2.1):

1) Where two exits or two exit access doors are required, each must be separated by a distance of not less than one third the length of the maximum overall diagonal.

2) Where three or more exits or exit access doors are required, at least two exits or exit access doors must comply with the requirements outlined in number 1.

3) The distance must be measured in a straight line between the nearest points of the exit enclosures.

e. Travel distance (1016):

1) The travel distance from the most remote point to the entrance to an exit must not exceed the distances noted below:

EXIT ACCESS TRAVEL DISTANCE (TABLE 1016.1) USE DISTANCE (FEET) Assembly 250 Mechanical / Electrical Spaces 250 Business 300 Mercantile 250

2) In outdoor facilities with open exit access components and open exterior exit stairways or exit ramps, travel distance is permitted to be measured to the closest riser of an exit stairway or the closest slope of the exit k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-6 ramp.

3) Where applicable, travel distance on unenclosed exit access stairways or ramps and on connecting stories must also be included in the travel distance measurement. The measurement along stairways must be made on a plane parallel and tangent to the stair tread nosings in the center of the stairway.

f. Egress through intervening spaces (1014.2): Egress from a room or space must not pass through adjoining or intervening rooms or areas except as follows:

1) In Group H, F or S occupancies where such adjoining rooms or areas are accessory to the room served, are not a High-Hazard occupancy, and provide a discernible path of egress travel to an exit.

2) Egress must not pass through kitchens, storage rooms, closets or spaces used for similar purposes.

EXCEPTION: Means of egress are not prohibited through stockrooms in Group M occupancies when all of the following are satisfied:

a) The stock is of the same hazard classification as that found in the main retail area;

b) Not more than 50 percent of the exit access is through stockrooms;

c) The stockroom is not subject to locking from the egress side; and

d) There is a demarcated, minimum 44 inches wide aisle defined by full or partial height fixed walls or similar construction that will maintain the required width and lead directly from the retail area to the exit without obstructions.

3) An exit access must not pass through a room that can be locked to prevent egress.

g. Elevators and escalators must not be used as a component of a required means of egress (1003.7).

6. Protruding Objects (1003.3):

a. Protruding objects are permitted to extend below the minimum ceiling heights outlined in the code, provided that a minimum headroom of 80 inches is provided above any walking surface, including corridors, aisles and passageways. Not more than 50 percent of the ceiling area of a means of egress can be reduced in height by protruding objects.

EXCEPTION: Door closers and stops may reduce headroom to no less than 78 inches.

b. A barrier must be provided where the vertical clearance is less than 78 inches high. The leading edge of such a barrier must be located 27 inches maximum above the floor. k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-7 c. A free-standing object mounted on a post or pylon must not overhang that post or pylon more than 4 inches where the lowest point of the leading edge is more than 27 inches and less than 80 inches above the walking surface where a sign or other obstruction is mounted between posts or pylons is greater than 12 inches, the lowest edge of such sign or obstruction must be 27 inches maximum or 80 inches minimum above the finished floor or ground.

EXCEPTION: This requirement must not apply to sloping portions of handrails serving stairs and ramps.

d. Structural elements, fixtures or furnishings must not project horizontally from either side more than 4 inches over any walking surface between the heights of 27 inches and 80 inches above the walking surface.

EXCEPTION: Handrails serving stairs and ramps are permitted to protrude 4-1/2 inches from the wall.

e. Protruding objects must not reduce the minimum clear width of accessible routes as outlined in the code.

7. Exit Access Aisles (1017.1):

a. Aisles must be provided from all occupied portions of the exit access which contain tables, furnishings, displays and similar fixtures or equipment.

b. In Mercantile and Business occupancies, the minimum clear aisle width must be no less than 36 inches.

EXCEPTION: Nonpublic aisles serving less than 50 people, and not required to be accessible, need not exceed 28 inches in width.

c. In Group M occupancies, an aisle accessway must be provided on at least one side of each element within the merchandise pad. The minimum clear width for an aisle accessway not required to be accessible must be 30 inches. The required clear width of the aisle accessway must be measured perpendicular to the elements and merchandise within the merchandise pad. The minimum 30 inches clear width must be maintained to provide a path to an adjacent aisle or aisle accessway. The common path of travel must not exceed 30 feet from any point in the merchandise pad (1017.3).

EXCEPTION: For areas serving not more than 50 occupants, the common path of travel must not exceed 75 feet.

8. Means of Egress Doorways (1008):

a. Means of egress doors must be readily distinguishable from the adjacent construction and finishes such that the doors are easily recognizable as means of egress doors. Mirrors or similar reflecting materials must not be used on means of egress doors. Means of egress doors must not be concealed by curtains, drapes, decorations or similar materials.

b. Minimum clear width: 32 inches, but not less than that required by the occupant load served. Clear openings of doorways with swinging doors are to be measured between the face of the door and the stop with the door open 90 degrees. Where a door opening includes two door leaves without a mullion, at least one leaf must provide the minimum clear width of 32 inches.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-8 EXCEPTION 1: Door openings to storage closets less than 10 ft2 in area are not limited by a minimum width.

EXCEPTION 2: Width of door leafs in revolving doors complying with 1008.1.4.1.

c. Maximum leaf width: 48 inches.

d. Door swing (1008.1.2):

1) All egress doors must be side-hinged swinging.

EXCEPTION 1: Private office and storage areas with an occupant load of 10 or less.

EXCEPTION 2: Revolving doors complying Section 1008.1.4.1.

EXCEPTION 3:. Horizontal sliding doors complying with Section 1008.1.4.3.

EXCEPTION 4: Power operated doors in accordance with Section 1008.1.4.2.

2) Doors serving an occupant load of 50 or more must swing in the direction of egress.

3) Door latches must release when subjected to a 15 pound force. The door must be set in motion when subjected to a 30 pound force. The door must swing to a full open position when subjected to a 15 pound force. Forces are to be applied to the latch side.

e. Door operations: Except as specifically permitted, egress doors must be readily openable from the egress side without the use of a key or special knowledge or effort (1008.1.9).

f. Locks and latches: Locks and latches are permitted to prevent operation of doors where the following condition exists (1008.1.9.3).

1) Doors in Group A with less than 300 occupants, occupancy groups B, M, and S, and religious places of worship may be equipped with a key- operated locking device from the egress side where in compliance with the following conditions:

a) The locking device is of a type that is readily distinguishable as locked.

b) A readily visible, durable sign is posted on the egress side on or adjacent to the door stating: THIS DOOR TO REMAIN UNLOCKED WHEN BUILDING IS OCCUPIED. The sign must be in letters not less than 25 mm high on a contrasting background.

c) The use of the key-operated locking device is revokable by the building official for due cause.

2) Door handles, pulls, latches, locks and other operating devices must be installed between 34 inches and 48 inches above the finished floor and must not require tight grasping, pinching, or twisting of the wrist to k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-9 operate. Locks used for security purposes only are permitted at any height.

3) Flush and surface bolts:

a) Manually operated flush bolts and surface bolts are prohibited.

EXCEPTION 1: Where a pair of doors serves a storage or equipment room, manually operated edge- or surface-mounted bolts are permitted on the inactive leaf.

EXCEPTION 2: Where a pair of doors serves an occupant load of less than 50 persons in a Group B, F or S occupancy, manually operated edge- or surface- mounted bolts are permitted on the inactive leaf must not contain doorknobs, panic bars or similar operating hardware.

EXCEPTION 3: Where a pair of doors serves a Group B, F or S occupancy, manually operated edge- or surface- mounted bolts are permitted on the inactive leaf provided such inactive leaf is not needed to meet egress width requirements and the building is equipped throughout with an automatic sprinkler in accordance with Section 903.3.1.1. The inactive leaf must not contain doorknobs, panic bars or similar operating hardware.

4) The unlatching of any leaf must not require more than one operation (1008.1.9.5).

EXCEPTION 1: Where manually operated bolt locks are permitted by Section 1008.1.9.4.

EXCEPTION 2: Door with automatic flush bolts as permitted by Section 1008.1.9.3, Exception 3.

g. Door Encroachment (1005.2):

1) Doors opening into the path of egress must not reduce the available egress width to less than one-half of the required width during any point of its swing.

2) When fully open, doors must not project more than 7 inches into the required width of a means of egress.

h. Landings (1008.1.6):

1) There must be a floor or landing on each side of a door. Such floor or landing must be at the same elevation on each side of the door. Landings must be level except for exterior landings, which are permitted to have a slope not to exceed 0.25 unit vertical in 12 units horizontal (1008.1.5).

2) Landings must have a width not less than the width of the stairway or door, whichever is greater. Doors in the fully open position must not reduce a required dimension by more than 7 inches. When a landing k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-10 serves an occupant load of 50 or more, doors in any position must not reduce the landing to less than one-half its required width. Landings must have a length measured in the direction of travel of not less than 44 inches.

3) Thresholds at doorways must not exceed 3/4 inch in height for sliding doors serving dwelling units or 1/2 inch for other doors. Raised thresholds and floor level changes greater than 1/4 inch at doorways must be beveled with a slope not greater than one unit vertical in two units horizontal (50% slope) (1008.1.7).

i. Panic hardware (1008.1.10):

1) Each door in a means of egress from a Group A occupancy having an occupant load of 50 or more must not be provided with a latch or lock unless it is panic hardware or fire exit hardware.

EXCEPTION: A main exit of a Group A occupancy in compliance with Section 1008.1.8.3 Item 2.

2) Electrical rooms with equipment rated 1,200 amperes or more and over 6 feet wide that contain concurrent devices, switching devices or control devices with exit access doors must be equipped with panic hardware and doors must swing in the direction of egress (1008.1.10).

3) If balanced doors are used and panic hardware is required, the panic hardware should be the push pad type and pad should not exceed more than one-half the width of the door measured from the latch side.

4) Hardware:

a) The actuating portion of the releasing device must extend at least one-half of door leaf width.

b) The maximum unlatching force must not exceed 15 pounds.

j. Door arrangement: Doors in series must have a space between them of not less than 48 inches plus the width of a door swinging into the space. Doors in series must swing in either the same direction or away from the space between doors (1008.1.8).

EXCEPTION: The minimum distance between horizontal sliding power operated doors in series must be 48 inches.

9. Security Grilles (1008.1.4.5):

a. In Groups B, F, M or S horizontal sliding or vertical security grilles which are part of a required means of egress must be openable from the inside without the use of a key or special knowledge or effort during all periods when the space is occupied.

b. The grilles must remain secured in the full-open position during all periods of occupancy by the general public.

c. Where two or more exits are required, not more than one-half of the exits may be equipped with horizontal sliding or vertical security grilles.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-11 10. Exit Access Corridors (1018.2):

a. Minimum width: 44 inches, but not less than that required by the occupant load served.

EXCEPTION 1: 24 inches for access to and use of electrical, mechanical, or plumbing systems or equipment.

EXCEPTION 2: 36 inches when serving an occupant capacity of less than 50.

b. Minimum ceiling height: 7 feet 6 inches (1208.2).

c. Maximum dead-end: 20 feet.

EXCEPTION 1: A dead-end corridor is not limited in length where the length of the dead-end corridor is less than 2.5 times the least width of the dead-end corridor.

EXCEPTION 2: Dead-ends corridors may be up to 50 feet in length in areas classified as a group B, M, and S occupancy where automatic sprinklers are provided throughout.

d. Fire resistance rating (Table 1018.1): Not required in sprinklered Mercantile, Business, Storage, or Assembly occupancies.

e. Corridors must not serve as supply, return, exhaust, relief, or ventilation air ducts or plenums.

EXCEPTION 1: Use of a corridor as a source of makeup air for exhaust systems in rooms that open directly onto such corridors, including toilet rooms, bathrooms, dressing rooms, smoking lounges and janitor closets, is permitted provided that each such corridor is directly supplied with outdoor air at a rate greater than the rate of makeup air taken from the corridor.

EXCEPTION 2: Where located within tenant spaces of 1,000 ft2 or less in area, utilization of corridors for conveying return air is permitted.

f. Use of the space between the corridor ceiling and the floor or roof structure above as a return air plenum is permitted for one or more of the following (1018.5.1):

1) The corridor is not required to be of fire resistance rated construction;

2) The corridor is separated from the plenum by fire resistance rated construction;

3) The air-handling system serving the corridor is shut down upon activation of the air-handling unit smoke detectors required by the International Mechanical Code;

4) The air-handling system serving the corridor is shut down upon detection of sprinkler waterflow where the building is equipped throughout with an automatic sprinkler system; or

5) The space between the corridor ceiling and the floor or roof structure above the corridor is used as a component of an approved engineered smoke control system. k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-12 11. Elevation Change (1003.5): Where changes in elevation of less than 12 inches exist in the means of egress, sloped surfaces must be used. Where the slope is greater than one unit vertical in 20 units horizontal, ramps complying with Section 1010 must be used. Where the difference in elevation is 6 inches or less, the ramp must be equipped with either handrails or floor finish materials that contract with adjacent floor finish materials.

EXCEPTION 1: A single step with a maximum riser height of 7 inches is permitted for buildings with occupancies in Groups F, H, R-2, R-3, S and U at exterior doors not required to be accessible by Chapter 11, and at entrances to mechanical penthouses from roofed areas, the door sill elevation may be up to 8 inches above the elevation of the landing of either or both sides of the door (DFW-1003.5).

EXCEPTION 2: A stair with a single riser or with two risers and a tread is permitted at locations not required to be accessible by Chapter 11, provided that the risers and treads comply with Section 1009.4, the minimum depth of the tread is 13 inches and at least one handrail complying with Section 1012 is provided within 30 inches of the centerline of the normal path of egress travel on the stair.

EXCEPTION 3: A step is permitted in aisles serving seating that has a difference in elevation less than 12 inches at locations not required to be accessible by Chapter 11, provided that the risers and treads comply with Section 1028.11 and the aisle is provided with a handrail complying with Section 1028.13.

12. Means of Egress Stairways (1009):

a. Minimum width: 44 inches, but not less than that required by the occupant load served.

EXCEPTION: 36 inches for stairs serving an occupant load of 50 or less.

b. Projections into the required stair width may be up to 4-1/2 inches at or below the handrail height at each handrail. Projections are not limited above the minimum headroom height outlined below (1012.8).

c. Riser height: 7 inches maximum, 4 inches minimum measured vertically between the leading edges of adjacent treads.

d. Tread depth (1009.4): 11 inches minimum measured horizontally between the vertical planes of the foremost projection of adjacent treads and at a right angle to the tread’s leading edge.

e. Dimensional uniformity (1009.4.4): Stair treads and risers must be of a uniform size and shape. A tolerance between the largest and smallest riser or between the largest and smallest tread must not exceed 3/8 inch in any flight of stairs. The greatest winder tread depth at the walk line within any flight of stairs must not exceed the smallest by more than 3/8 inch measured as a right angle to tread’s leading edge.

EXCEPTION: Nonuniform riser dimensions of aisle stairs complying with 1028.11.2.

f. Landings (1009.5): k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-13 1) There must be a floor landing at the top and bottom of each stairway.

2) The least dimension of stairway landings must not be less than the required width of the stairway, except that the landing dimension in the direction of egress travel is not required to exceed 48 inches where the travel from one stair flight to the next stair flight is a straight run.

3) When opening, egress doors must not reduce the width of landings to less than one-half the required width. When fully open, means of egress doors must not project more than 7 inches into the landing.

4) Distance between landings: 12 feet maximum.

g. Minimum headroom (1009.2): 80 inches in all parts of the stair enclosure measured vertically from a line connecting the edge of the tread nosings or from the floor surface of the landing or platform. Such headroom must be continuous above the stairway to the point where the line intersects the landing below, one tread depth beyond the bottom riser. The minimum clearance must be maintained for the full width of the stairway and landing.

h. Enclosure rating:

1) All interior exit stairways must be enclosed in 2-hour rated construction where serving 4-stories or more and a rating of 1-hour where serving less than 4-stories (1022.1). Exit stairway enclosures must have a fire- resistance rating equal to the floor assembly penetrated but not to exceed 2-hours.

EXCEPTION: A stairway serving an occupant load of less than 10 not more than one story above the level of exit discharge or not more than one story below the level of exit discharge is not required to be enclosed.

2) Exterior walls of an exit stairway may comply with the codes requirements for exterior walls as outlined in Section 705. Where nonrated walls or unprotected openings enclose the exterior of the stairway and the walls or openings are exposed by other parts of the building at an angle of less than 180 degrees, the building exterior walls within 10 feet horizontally of a nonrated wall or unprotected opening must be rated not less than 1 hour (1022.6).

i. Opening limitations: An exit stairway enclosure must not be used for any purpose other than means of egress. Openings in exit enclosures, other than unexposed exterior openings, must be limited to those necessary for exit access to the enclosure from normally occupied spaces and for egress from the enclosure (1022.3).

j. Stair doors (Table 715.4):

1) All doors in 2-hour rated exit stairways must be approved 1-1/2 hour assemblies.

2) All doors in 1-hour rated exit enclosure stairways must be 1-hour assemblies.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-14 k. Stair door hardware (1008.1.9.10): All interior stairway doors must be openable from both sides without the use of a key or special knowledge or effort.

EXCEPTION 1: Stairway discharge doors must be openable from the egress side, but may be locked to prevent access from the exterior.

EXCEPTION 2: In stairways serving not more than four stories, doors are permitted to be locked from the side opposite the egress side, provided that they are openable from the egress side and capable of being unlocked simultaneously without unlatching upon a signal from the fire command center, if present, or a signal by emergency personnel from a single location inside the main entrance to the building.

l. Penetrations (1022.4): Penetrations into and openings through an exit enclosure assembly are prohibited except for required exit doors, equipment and ductwork necessary for independent stair pressurization, sprinkler piping, standpipes and electrical raceway for fire department communication and electrical raceway service to exit enclosure terminating at a steel box that does not exceed 16 in2. Such penetrations must be protected in accordance with Section 713. There must be no penetrations or communicating openings, whether protected or not, between adjacent exit enclosures.

m. Ventilation (1022.5):

1) Equipment and ductwork for exit enclosure ventilation must comply with one of the following conditions:

a) Such equipment and ductwork must be located on the exterior of the building and be directly connected to the exit enclosure by ductwork enclosed in construction as required for shafts.

b) Where such equipment or ductwork is located within the exit enclosure, the intake air must be taken directly from the outdoors and the exhaust air must be discharged directly to the outdoors or such air must be conveyed through ducts enclosed in construction as required for shafts.

c) Where located within the building, such equipment and ductwork must be separated from the remainder of the building, including other mechanical equipment, with construction as required for shafts.

2) In each case, openings into the exit enclosure must be limited to those needed for maintenance and operation and must be protected by self- closing fire resistance rated devices in accordance with the code’s requirements for fire resistance rated opening protectives. All such exit enclosure ventilation systems must be independent of all other building ventilation systems.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-15 n. Enclosed exit stairways must not continue below the level of exit discharge unless an approved barrier is provided at the level of exit discharge to prevent persons from unintentionally continuing into levels below. Appropriate directional “EXIT” signs must also be provided (1022.7).

o. Stairway to roof (1009.13): In buildings four or more stories in height above grade, at least one stairway must extend to the roof surface, with access through a penthouse complying with Section 1509.2.

13. Smokeproof Enclosures (DFW-1020.1.7): In buildings required to comply with Sections 403 or 405, each of the exits of a building that serves stories where the floor surface is located more than 55 feet above the lowest level of fire department vehicle access or more than 30 feet below the level of exit discharge serving such floor levels must be a smokeproof enclosure or pressurized stairway in accordance with 909.20.

EXCEPTION: Fixed guideway train stations.

14. Ramps (1010):

a. Minimum clear height: 80 inches (1010.5.2).

b. Minimum width (1010.5.1): 44 inches but not less than that required to serve the occupant load leading to the ramp. The clear width of a ramp between handrails; if provided, must be 36 inches minimum.

c. Slope: The slope of ramps used for means of egress must not be steeper than 1 vertical to 12 horizontal. The slope of other pedestrian ramps must not be steeper than one unit vertical in eight units horizontal. The maximum cross slope on the ramp is 1:48.

d. Landings: Ramps must have landings at the bottom and top of each ramp, points of turning, entrance, exits, and at doors. Changes in level are not permitted, and the slope must not exceed one vertical in 48 horizontal in any direction. The landing must be at least as wide as the ramp, and 60 inches long. When a change in direction occurs at the landing, the dimension is 60 inches by 60 inches minimum (1010.6).

EXCEPTION: Where the ramp is not part of an accessible route, the length of the landing must not be required to be more than 48 inches in the direction of travel.

e. Ramps with a vertical rise greater than 6 inches require handrails on both sides (1010.8).

f. Surface: The surface of ramps must be made of slip-resistant materials.

g. Ramp construction (1010.7): All ramps must be built of materials consistent with the types permitted for the type of construction of the building. Ramps used as an exit must conform to the applicable requirements of Section 1022.1 through 1022.6 for exit enclosure.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-16 h. Outdoor conditions: Outdoor ramps and ramp approaches must be designed so that water will not accumulate on walking surfaces.

15. Handrails (1012):

a. Handrails are required on both sides of stairs and on both sides of ramps with a rise greater than 6 inches.

b. Intermediate handrails are required so that all portions of the stairway width required for egress capacity are within 30 inches of a handrail. On monumental stairs, handrails must be located along the most direct path of egress travel (1012.9).

c. Design criteria:

1) Handrail height must be a uniform 34 inches to 38 inches, measured vertically above the nosing of the treads or above the finished surface of the ramp (1012.2).

2) Handrails must return to a wall, guard, or walking surface, or must be continuous to the handrail of the adjacent flight or run. Where handrails are not continuous, they must extend horizontally at least 12 inches beyond the top riser and continue to slope for the depth of one tread beyond the bottom riser. At ramps where handrails are not continuous between runs, the handrail must extend horizontally above the landing 12 inches beyond top and bottom ramps.

3) Handrails may project up to 4-1/2 inches into the required stairway or ramp width.

4) All handrails with a circular cross section must have an outside diameter of at least 1-1/4 inch and not greater than 2 inches or provide equivalent graspability. Non-circular handrails must have a perimeter dimension of 4 inches and not greater than 6-1/4 inches with a maximum cross- section dimension of 2-1/4 inches. Edges must have a minimum radius of 0.01 inch.

5) Handrail gripping surfaces must be continuous, without interruption by newel posts or other obstructions (1012.4).

EXCEPTION: Handrail brackets or balusters attached to the bottom surface of the handrail that do not project horizontally beyond the sides of the handrail within 1-1/2 inches of the bottom of the handrail are not considered obstructions. For each 1/2 inch of additional handrail perimeter dimension above 4 inches, the vertical clearance dimension of 1-1/2 inch must be permitted to be reduced by 1/8 inch.

6) Clear space between a handrail and a wall or other surface must be a minimum of 1-1/2 inch. A handrail and a wall or other surface adjacent to the handrail must be free of any sharp or abrasive elements (1012.7).

16. Guards (1013):

a. Where required:

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-17 1) Along open-sided walking surfaces, stairs, mezzanines, equipment platforms, ramps and landings which are located more than 30 inches above the floor or grade below.

EXCEPTION: On the loading side of loading docks.

2) Where the roof hatch opening is located within 10 feet of a roof edge or open side of a walking surface and such edge or open side is located more than 30 inches above the floor, roof or grade below. Guard must be constructed to prevent the passage of a 21 inch diameter sphere (1013.6).

b. Height: 42 inches minimum, measured vertically above the leading edge of the tread or adjacent walking surface (1013.2).

c. Opening limitations: Open guards must have balusters or ornamental patterns such that a sphere with a diameter of 4 inches cannot pass through any opening (1013.3).

EXCEPTION 1: From a height of 36 inches to 42 inches, guards must not have openings which allow the passage of a sphere 4-3/8 inches in diameter.

EXCEPTION 2: The triangular opening formed by the riser, tread and bottom rail at the open side of a stairway may be of a maximum size such that a sphere 6 inches in diameter cannot pass through the opening.

EXCEPTION 3: At elevated walking surfaces for access to and use of electrical, mechanical, or plumbing systems or equipment, guards may have balusters or be of solid materials such that a sphere with a diameter of 21 inches cannot pass through any opening.

EXCEPTION 4: In areas that are not open to the public within occupancies in Group S, balusters, horizontal intermediate rails or other construction must not permit a sphere with a diameter of 21 inches to pass through any opening.

EXCEPTION 5: For alternating tread devices and ship ladders, construction must not allow a sphere with a diameter of 21 inches to pass through.

17. Exit Discharge (1027):

a. Except as specified below, all exits must discharge directly to the exterior of the building. The exit discharge must be at grade or must provide direct access to grade.

b. A maximum of 50 percent of the number and capacity of the exit enclosures may egress through areas on the level of discharge provided all of the following conditions are satisfied:

1) Such exit enclosures egress to a free and unobstructed way to the exterior of the building, which way is readily visible and identifiable from the point of termination of the exit enclosure.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-18 2) The entire area of the level of discharge is separated from areas below by construction conforming to the fire-resistance rating for the exit enclosure.

3) The egress path from the level of discharge is protected throughout by an approved automatic sprinkler system. All other portions of the level of discharge with access to the discharge area is protected throughout with an automatic sprinkler system or separated from the other portions of the building in accordance with the requirements for the enclosure of exits.

c. A maximum of 50 percent of the number and capacity of the exit enclosures is permitted to egress through a vestibule provided all of the following are met:

1) The entire area of the vestibule is separated from areas below by construction conforming to the fire-resistance rating for the exit enclosure.

2) The depth from the exterior of the building is not greater than 10 feet and the length is not greater than 30 feet.

3) The area is separated from the remainder of the level of exit discharge by construction providing protection at least the equivalent of approved wired glass in steel frames.

d. The capacity of the exit discharge must be not less than the required discharge capacity of the exits being served (1027.2).

e. Exterior balconies, stairways and ramps that are a portion of the exit discharge route must be located at least 10 feet from adjacent lot lines and from other buildings on the same lot unless the adjacent building’s exterior walls and openings are protected in accordance with the code’s requirements for exterior fire separation (1027.3).

f. Exit discharge components must be sufficiently open to the exterior so as to minimize the accumulation of smoke and toxic gases (1027.4).

g. Egress courts:

1) The width of egress courts must be sufficient for the occupant load served, but such width must not be less than 44 inches except as specified herein. The required width of egress courts must be unobstructed to a height of 7 feet (1027.5.1).

2) Where an egress court exceeds the minimum required width and the width of such egress court is then reduced along the path of exit travel, the reduction in width must be gradual. The transition in width must be affected by a guard not less than 36 inches in height and must not create an angle of more than 30 degrees with respect to the axis of the egress court along the path of egress travel. In no case may the width of the egress court be less than the required minimum.

h. Where an egress court serving a building or portion thereof is less than 10 feet in width, the egress court walls must be not less than 1-hour fire resistance rated exterior walls for a distance of 10 feet above the floor of the court, and openings therein must be equipped with fixed or self-closing, 3/4-hour opening protective assemblies (1027.5.2).

EXCEPTION: Egress courts serving an occupant load of less than 10. k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-19 i. The exit discharge must have direct and unobstructed access to a public way.

EXCEPTION: Where access to a publicway cannot be provided, a safe dispersal area can be provided where all of the following are provided:

1) The area must be sized to provide at least 5 ft2 for each person.

2) The area must be located on the same lot at least 50 feet away from the building requiring egress.

3) The area must be permanently maintained and identified as a safe dispersal area.

4) The area must be provided with a safe and unobstructed path of travel from the building.

18. Exit Passageways: Exit passageways must not be used for any purpose other than as a means of egress (1023).

a. The width of exit passageways must be sufficient for the occupant load served but such width must not be less than 44 inches , except that exit passageways serving an occupant load of less than 50 must not be less than 36 inches in width. The required width of exit passageways must be unobstructed.

b. Exit passageway enclosures must have walls, floors and ceilings of not less than 1-hour fire resistance rating (including supporting construction), but not less than that required for any connecting exit enclosure. Exit passageways must be constructed as fire barriers in accordance with Section 712.

c. Exit passageway opening protectives must be in accordance with requirements of Section 715. Openings in exit passageways other than unexposed exterior openings must be limited to those necessary for exit access to the exit passageway from normally occupied spaces and for egress from the exit passageway.

d. Elevators must not open into an exit passageway.

e. Penetrations into and openings through an exit passageway are prohibited except for required exit doors, equipment and ductwork necessary for independent pressurization, sprinkler piping, standpipes, electrical raceway for fire department communication and electrical raceway serving the exit passageway and terminating at a steel box not exceeding 16 square inches. Such penetrations must be protected in accordance with Section 713. There must be no penetrations or communicating openings, whether protected or not, between adjacent exit passageways.

19. Exit Signs (1011):

a. Exits and exit access doors must be marked by an approved “EXIT” sign readily visible from any direction of egress travel. Access to exits must be marked by readily visible “EXIT” signs in cases where the exit or the path of egress travel is not immediately visible to the occupants. Intervening means of egress doors within exits must be marked by “EXIT” signs. “EXIT” sign placement must be such that no point in an exit access corridor is more than 100 feet from the nearest visible “EXIT” sign (1011.1). k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-20 EXCEPTION 1: “EXIT” signs are not required in rooms or areas which require only one exit or exit access.

EXCEPTION 2: Main exterior exit doors which obviously and clearly are identifiable as exits need not have “EXIT” signs where approved by the building official.

b. The face of an “EXIT” sign must be illuminated by a source providing not less than 5 foot candles at the illuminated surface or equivalent internal luminance (1011.5.2).

c. All “EXIT” signs must be illuminated at all times. To assure continued illumination for a duration of not less than 90 minutes in case of primary power loss, the “EXIT” signs must be connected to an emergency electrical system provided from storage batteries, unit equipment or an on-site generator. The installation of the emergency power system must be in accordance with Chapter 27 (1011.5.3).

EXCEPTION: Approved self-luminous signs which provide continuous illumination independent of external power sources, for a duration of not less than 90 minutes.

d. “EXIT” sign graphics (1011.5):

1) Every “EXIT” sign and directional “EXIT” sign must have plainly legible letters not less than 6 inches high with the principal strokes of the letters not less than 3/4 inch wide.

2) The word “EXIT” must have letters having a width of not less than 2 inches except the letter "I", and the minimum spacing between letters must not be less than 3/8 inch.

3) Signs larger than the minimum size required must have letter widths, strokes and spacing in the same proportions to their height.

4) The word “EXIT” must be in high contrast with the background and must be clearly discernible when the sign illumination means is not energized. If a chevron directional indicator is provided as part of the “EXIT” sign, the construction must be such that the direction of the chevron directional indicator cannot be readily changed.

20. Means of Egress Illumination (1006):

a. All means of egress, including the exit discharge, must be illuminated at all times that the building space served by the means of egress is occupied.

b. The intensity of illumination must not be less than 1 foot candle at the walking surface level (1006.2).

c. The power supply for the means of egress illumination must normally be provided by the premise’s electrical supply. In the event of power supply failure, an emergency system must automatically illuminate all of the following areas (1006.3):

1) Aisles and unenclosed egress stairways in rooms and spaces which require two or more means of egress.

2) Exit access corridors, exit passageways, and exit stairways located in buildings required to have two or more exits. k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-21 3) Exterior egress components at other than the level of exit discharge until exit discharge is accomplished for buildings required to have two or more exits.

4) Interior exit discharge elements, as permitted in Section 1027.1, in buildings required to have two or more exits.

5) Exterior landings for exit discharge doorways in buildings required to have two or more exits.

d. The emergency power system must provide power for a duration of not less than 90 minutes and must consist of storage batteries, unit equipment or an on-site generator. The installation of the emergency power system must be in accordance with the electrical code.

e. Emergency lighting facilities must be arranged to provide initial illumination that is at least an average of 1 footcandle and a minimum at any point of 0.1 foot candle measured along the path of egress at floor level. Illumination levels are permitted to decline to 0.6 foot candle average and a minimum at any point of 0.06 footcandle at the end of the emergency lighting time duration. A maximum- to-minimum illumination uniformity ratio of 40 to 1 must not be exceeded (1006.4).

D. CONSTRUCTION REQUIREMENTS

1. Fire Resistance of Structural Elements (Tables 601 and 602):

TYPE IB PROTECTED NONCOMBUSTIBLE FIRE RESISTANCE BUILDING ELEMENT RATING (IN HOURS) Exterior bearing walls 2 Exterior nonbearing walls with a Fire Separation Distance

of: - Less than 5 feet 2 - Between 5 feet and 30 feet 1 - Greater than 30 feet 0 Interior bearing walls, and structural frame - Supporting only a roof 1 - Supporting more than a roof 2 Columns 2 Floor Construction 2 Roof Construction 11 Exit Stair Enclosures (1022.1) 2 Elevator Hoistways (708.4) 2 Other Shafts 2 Supporting Construction 22

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-22 TYPE IB PROTECTED NONCOMBUSTIBLE FIRE RESISTANCE BUILDING ELEMENT RATING (IN HOURS) Exit Passageway (1023.3) 2 Exit Access Corridors, Group A, B, M, S-1 (Table 1018.1) 0 Elevator Lobbies (708.14.1) 03 Fire Pump Room (NFPA 20 Table 5.12.1.1) 1 Fire Command Center 1 Emergency Generator Room (NFPA 110 Section 7.2.1.1) 2

1 Except in Group M and S-1 occupancies, fire protection of roof supporting structural members is not required, including protection of roof framing and decking where every part of the roof construction is 20 feet or more above any floor immediately below. Fire-retardant-treated wood member is allowed to be used for such unprotected members.

2 Structural members essential to the support of a fire resistance rated assembly must provide the same fire rating as the rating of the member or assembly supported.

3 The partitions enclosing these elevator lobbies must be continuous to the deck or fire-rated ceiling above and be of solid construction to resist the passage of smoke (smoke partitions). An enclosed/separated elevator lobby is not required in fully sprinklered buildings of A, B, M or S use groups, and which are not classified as high-rise. An elevator lobby separation is also not required when the elevator hoist way connects these stories or less.

2. Incidental Accessory Occupancies:

INCIDENTAL ACCESSORY OCCUPANCIES SEPARATION AND/OR ROOM OR AREA PROTECTION Furnace room where any piece of equipment is over Smoke Partitions 400,000 Btu per hour input Rooms with boilers where the largest piece of equipment is Smoke Partitions over 15 psi and 10 horsepower Refrigerant machinery room Smoke Partitions Paint shops, not classified as Group H, located in 1-hour and provide occupancies other than Group F automatic fire- extinguishing system Waste and linen collection rooms over 100 square feet Smoke Partitions Stationary storage battery systems having a liquid 1-hour in Groups B, F, M, electrolyte capacity of more than 50 gallons, or a lithium-ion S and U occupancies; 2- capacity of 1,000 pounds used for facility standby power, hours in Groups A, E, I emergency power or uninterrupted power supplies and R occupancies

3. Noncombustibility Requirements (603.1): Type IB construction requires most building elements to be noncombustible. The use of combustible materials are only permitted in the following applications:

a. Fire-retardant-treated wood is permitted in: k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-23 1) Nonbearing partitions where the required fire-resistance rating is 2-hours or less.

2) Nonbearing exterior walls where no fire rating is required.

3) Roof construction unless the vertical distance from the upper floor to the roof is less than 20 feet (including girders, trusses, framing and decking).

b. Thermal and acoustical insulation, other than foam plastics, having a flamespread index of not more than 25.

EXCEPTION 1: Insulation placed between two layers of noncombustible materials without an intervening air space is allowed to have a flamespread index of not more than 100.

EXCEPTION 2: Insulation installed between a finished floor and solid decking without intervening air space is allowed to have a flamespread index of not more than 200.

c. Foam plastics in accordance with Chapter 26.

d. Roof coverings that have an A, B, or C classification.

e. Interior floor finish and interior finish, trim and millwork such as doors, door frames, window sashes and frames.

f. Where not installed over 15 feet above grade, show windows, nailings or furring strips and wooden bulkheads below show windows, including their frames, apron, and show cases.

g. Finish flooring applied in accordance with Section 717.2.7.

h. Partitions dividing portions of stores, offices or similar places occupied by one tenant only and which do not establish a corridor serving an occupant load of 30 or more may be constructed of fire-retardant-treated wood, 1-hour fire-resistive construction or of wood panels or similar light construction up to 6 feet in height.

i. Combustible exterior wall coverings, balconies, bay or oriel windows, or similar appendages in accordance with Chapter 14.

j. Blocking such as for handrails, millwork, cabinets, and window and door frames.

k. Light-transmitting plastics as permitted by Chapter 26.

l. Mastics and caulking materials applied to provide flexible seals between components of exterior wall construction.

m. Exterior plastic veneer installed in accordance with Section 2605.2.

n. Nailing or furring strips as permitted by Section 803.4.

o. Combustible concrete aggregates, component materials and admixtures as permitted by Section 703.2.2.

p. Sprayed fire resistant materials and intumescent and mastic fire resistant coatings, determined in accordance with Section 703.2 and installed in accordance with Section 1704.10 and 1704.11, respectively.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-24 q. Materials used to protect penetrations in fire resistance rated assemblies in accordance with Section 712.

r. Materials used to protect joints in fire resistance rated assemblies in accordance with Section 713.

s. Combustible materials such as piping which is allowed to be concealed within buildings of Type I construction in accordance with Section 717.5.

t. Materials exposed within plenums complying with Section 602 of the International Mechanical Code.

4. Exterior Wall Construction (705):

a. Fire resistance and opening protection requirements for exterior walls are based on the wall’s Fire Separation Distance. Fire Separation Distance is defined as the distance from the building face to the closest interior lot line, to the centerline of a street, alley or public way, or to an imaginary line between two buildings on the same lot. Fire Separation Distance is measured at right angles to the lot line.

b. The maximum area of unprotected openings permitted in an exterior wall in any story must not exceed the following (Table 705.8):

FIRE SEPARATION DISTANCE (FEET) Classification Over 0 to 3 3 to 5 5 to 10 10 to 15 15 to 20 of opening 20 No Protected* None 15% 25% 45% 75% Limit

* In fully sprinklered buildings, openings are permitted to be unprotected. The total maximum allowable opening area of unprotected or protected openings is equal to that permitted for protected openings in fully sprinklered buildings.

c. Vertical separation of openings in exterior walls in adjacent stories is not required in a fully sprinklered building (705.8.5).

d. Vertical exposure (705.8.6): For buildings on the same lot, opening protectives having a fire protection rating of not less than 3/4 hour must be provided in every opening that is less than 15 feet vertically above the roof of an adjoining building or adjacent structure that is within a horizontal fire separation distance of 15 feet of the wall in which the opening is located.

EXCEPTION: Opening protectives are not required where the roof construction has a fire resistance rating of not less than 1-hour for a minimum distance of 10 feet from the adjoining buildings, and the entire length and span of the supporting elements for the fire resistance rated roof assembly has a fire resistance rating of not less than 1-hour.

e. Parapets (705.11):

1) Parapets must be provided on exterior walls of buildings.

EXCEPTION: A parapet need not be provided on an exterior wall where any of the following conditions exist: k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-25 1) The wall is not required to be fire resistance rated in accordance with Table 602 because of fire separation distance.

2) Walls that terminate at roofs of not less than 2-hour fire resistance rated construction or where the roof, including the deck and supporting construction, is constructed entirely of noncombustible materials.

5. Fire Barriers (707):

a. General: Fire barriers are used for separation of vertical exit enclosures, exit passageways, horizontal exits, incidental use areas, to separate different occupancies or to separate a single occupancy into different fire areas.

b. Materials: The walls and floor assemblies must be of materials permitted by the building type of construction (707.2).

c. Continuity:

1) Fire barriers must extend from the top of the floor/ceiling assembly below to the underside of the floor or roof slab or deck above and must be securely attached thereto.

2) These walls must be continuous through concealed spaces such as the space above a suspended ceiling.

d. Openings (707.6): Openings in a fire barrier must be protected in accordance with Section 715. Openings must be limited to a maximum aggregate width of 25 percent of the length of the wall, and the maximum area of any single opening must not exceed 156 square feet. Openings in exit enclosures and exit passageways must also comply with Sections 1022.3 and 1023.5, respectively.

EXCEPTION 1: Openings must not be limited to 156 square feet where adjoining floor areas are equipped throughout with an automatic sprinkler system in accordance with Section 903.1.1.

EXCEPTION 2: Openings must not be limited to 156 square feet or an aggregate width of 25 percent of the length of the wall where the opening protective is a fire door serving an exit enclosure.

EXCEPTION 3: Openings must not be limited to 156 square feet or an aggregate width of 25 percent of the length of the wall where the opening protective has been tested in accordance with ASTM E 119 or UL 263 and has a minimum fire-resistance rating not less than the fire-resistance rating of the wall.

EXCEPTION 4: Fire window assemblies permitted in atrium separation walls must not be limited to a maximum aggregate width of 25 percent of the length of the wall.

EXCEPTION 5: Openings must not be limited to 156 square feet or an aggregate width of 25 percent of the length of the wall where k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-26 the opening protective is a fire door assembly in a fire barrier separating an exit enclosure from an exit passageway in accordance with Section 1022.2.1.

e. Penetrations: Penetrations through fire barriers must comply with Section 712.

f. Joints: Joints made in or between fire barriers must comply with Section 714.

g. Ducts and air transfer openings: Penetrations in a fire barrier by ducts and air transfer openings must comply with Section 716.

6. Elevator Lobbies:

a. Not required where the elevator shaft enclosure does not connect more than 3-stories. (708.14.1).

7. Shafts (708):

a. All openings through a 2-hour rated floor/ceiling assembly must be protected by a 2-hour rated shaft enclosure (fire barriers).

EXCEPTION 1: A shaft enclosure is not required in a building equipped throughout with an automatic sprinkler system in accordance with Section 903.3.1.1 for an escalator opening or stairway that is not a portion of the means of egress protected according to Item a) or b):

a) Where the area of the floor opening between stories does not exceed twice the horizontal projected area of the escalator or stairway and the opening is protected by a draft curtain and closely spaced sprinklers in accordance with NFPA 13. In other than Group B and M, this application is limited to openings that do not connect more than four stories.

b) Where the opening is protected by approved power- operated automatic shutters at every penetrated floor. The shutters must be of noncombustible construction and have a fire resistance rating of not less than 1.5 hours. The shutter must be so constructed as to close immediately upon the actuation of a smoke detector installed in accordance with Section 907.11 and must completely shut off the well opening. Escalators must cease operation when the shutter begins to close. The shutter must operate at a speed of not more than 152.4 mm/s and must be equipped with a sensitive leading edge to arrest its progress where in contact with any obstacle, and to continue its progress on release therefrom.

EXCEPTION 2: A shaft enclosure is not required for a floor opening between a mezzanine and the floor below.

EXCEPTION 3: A shaft enclosure is not required for penetrations by pipe, tube, conduit, wire, cable, ducts, and vents protected in accordance k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-27 with Section 712.4. Grease ducts must be protected in accordance with the IMC.

EXCEPTION 4: Duct systems constructed of approved materials in accordance with the International Mechanical Code that penetrate fire resistance rated floor assemblies that connect not more than two stories are permitted without shaft enclosure provided that a listed fire damper is installed at the floor line or the duct is protected per Section 712.4 for penetrations.

EXCEPTION 5: A duct may penetrate three floors or less without a fire damper at each floor and without a shaft enclosure provided the requirements outlined in the exception to Section 716.6.1 annular space between the assembly and the penetrating duct is filled with an approved noncombustible material to resist the free passage of flame and the products of combustion (716.6.1).

EXCEPTION 6: A shaft enclosure is not required for a floor opening or an air transfer opening that complies with the following:

a) Does not connect more than two stories.

b) Is not part of the required means of egress system.

c) Is not concealed within the building construction of a wall or floor/ceiling assembly.

d) Is separated from floor openings and air transfer openings serving other floors by construction conforming to required shaft enclosures.

EXCEPTION 7: A shaft enclosure is not required for floor openings created by unenclosed stairs or ramps in accordance with Exception 3 or 4 in Section 1016.1.

EXCEPTION 8: Joints protected by a fire-resistant joint system in accordance with Section 713 do not require a shaft enclosure.

b. Exterior walls (708.6): Where exterior walls serve as a part of a required shaft enclosure, such walls must comply with the requirements of Section 705 for exterior walls and the fire resistance rated enclosure requirements must not apply.

EXCEPTION: Exterior walls required to be fire resistance rated in accordance with Section 1019.2 for exterior egress balconies, Section 1022.6 for exit enclosures and Section 1026.6 for exterior exit ramps and stairways.

c. Openings (708.7): Openings in a shaft enclosure must be protected in accordance with Section 715 as required for fire barriers. Doors must be self- or automatic closing by smoke detection in accordance with Section 715.4.8.3. Openings other than those necessary for the purpose of the shaft must not be permitted in shaft enclosures.

d. Penetrations (708.8): Penetrations in a shaft enclosure must be protected in accordance with Section

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-28 713 as required for fire barriers. Penetrations other than those necessary for the purpose of the shaft must not be permitted in shaft enclosures.

e. Joints (714): Joints in a shaft enclosure must comply with Section 713.

f. Ducts and air transfer openings (708.10): Penetrations of a shaft enclosure by ducts and air transfer openings must comply with Section 716.

g. Shafts that do not extend to the bottom of the building or structure must have the following (708.11):

1) Be enclosed at the lowest level with construction of the same fire resistance rating as the lowest floor through which the shaft passes, but not less than the rating required for the shaft enclosure;

2) Terminate in a room having a use related to the purpose of the shaft. The room must be separated from the remainder of the building by a fire barrier having a fire resistance rating and opening protectives at least equal to the protection required for the shaft enclosure; or

3) Be protected by approved fire dampers installed in accordance with their listing at the lowest floor level within the shaft enclosure.

EXCEPTION 1: The fire resistance rated room separation is not required, provided there are no openings in or penetrations of the shaft enclosure to the interior of the building except at the bottom. The bottom of the shaft must be closed off around the penetrating items with materials permitted by Section 717.3.1 for draftstopping, or the room must be provided with an approved automatic fire suppression system.

EXCEPTION 2: A shaft enclosure containing a refuse chute must not be used for any other purpose and must terminate in a room protected in accordance with Section 708.13.4.

EXCEPTION 3: The fire resistance rated room separation and the protection at the bottom of the shaft are not required, provided there are no combustibles in the shaft and there are no openings or other penetrations through the shaft enclosure to the interior of the building.

h. A shaft enclosure that does not extend to the underside of the roof sheathing, deck or slab of the building must be enclosed at the top with construction of the same fire resistance rating as the topmost floor penetrated by the shaft, but not less than the fire resistance rating required for the shaft enclosure (708.12).

i. Refuse chutes (708.13):

1) Refuse chutes, access and termination rooms and incinerator rooms must meet the requirements of Sections 707.13.1 through 707.13.6.

2) A shaft enclosure containing a refuse chute must not be used for any other purpose and must be enclosed in accordance with Section 708.4. Openings into the shaft, including those from access rooms and termination rooms, must be protected in accordance with this section and k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-29 Section 715. Openings into chutes must not be located in corridors. Doors must be self-or automatic-closing upon the actuation of a smoke detector in accordance with Section 715.4.8.3, except that heat-activated closing devices must be permitted between the shaft and the termination room.

3) A shaft enclosure containing a refuse chute must be constructed of materials as permitted by the building type of construction.

4) Access openings for refuse chutes must be located in rooms or compartments enclosed by a fire barrier that has a fire resistance rating of not less than 1 hour. Openings into the access rooms must be protected by opening protectives having a fire protection rating of not less than 3/4 hour. Doors must be self- or automatic-closing upon the detection of smoke in accordance with Section 715.4.8.3.

5) Refuse chutes must discharge into an enclosed room separated from the remainder of the building by a fire barrier that has a fire resistance rating of not less than 1 hour. Openings into the termination room must be protected by opening protectives having a fire protection rating of not less than 3/4 hour. Doors must be self- or automatic-closing upon the detection of smoke in accordance with Section 715.4.8.3. Refuse chutes must not terminate in an incinerator room. Refuse rooms that are not provided with chutes need only comply with Table 508.2.

6) Incinerator rooms must comply with Table 508.2.5.

7) An approved automatic sprinkler system must be installed.

8. Door Opening Protective Devices : Openings in rated walls must be protected with properly rated opening protective devices as follows (715):

LOCATION WALL RATING DOOR RATING Stair shaft 2 hours 1-1/2 hours Elevator shaft 2 hours 1-1/2 hours Exit discharge passageways 2 hour 1-1/2 hour

9. Integrity of Fire Separation Wall Assemblies (713.3):

a. Through penetrations (713.3.1):

1) Through penetrations of fire-resistance-rated walls must comply with Section 713.3.1.1 or 713.3.1.2.

EXCEPTION: Where the penetrating items are steel, ferrous or copper pipes, tubes or conduits, the annular space between the penetrating item and the fire-resistance-rated wall is permitted to be protected as follows:

a) In concrete or masonry walls where the penetrating item is a maximum 6-inch nominal diameter and the area of the opening through the wall does not exceed 144 square inches, concrete, grout or mortar is permitted where it is installed the full thickness of the wall or the thickness required to maintain the fire- resistance rating; or k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-30 b) The material used to fill the annular space must prevent the passage of flame and hot gases sufficient to ignite cotton waste when subjected to ASTM E 119 or UL 263 time-temperature fire conditions under a minimum positive differential of 0.01 inch of water at the location of the penetration for the time period equivalent to the fire-resistance rating of the construction penetrated.

2) Through penetrations must be protected by an approved penetration firestop system installed as tested in accordance with ASTM E 814 or UL 1479, with a minimum positive pressure differential of 0.01 inch of water and must have an F rating of not less than the required fire-resistance rating of the wall penetrated.

b. Membrane penetrations (713.3.2): Where walls or partitions are required to have a fire resistance rating, recessed fixtures must be installed such that the required fire resistance rating will not be reduced.

1) Membrane penetrations of maximum two-hour fire resistance rated walls and partitions by steel electrical outlet boxes not exceeding 16 square inches in area, provided the aggregate area of such openings is not more than 100 square inches for any 100 square feet of wall or partition area. The annular space and boxes must be protected as outlined in Section 713.3.2.

2) Penetrations for listed electrical outlet boxes provided such boxes have been tested for use in fire resistance rated assemblies and installed in accordance with instructions included in the listing. The annular space and boxes must be protected as outlined in Section 712.3.2.

3) The annular space created by the penetration of a sprinkler provided it is covered by a metal escutcheon plate (713.3.2).

c. Ducts and air transfer openings: Penetrations of fire resistance rated walls by ducts that are not protected with dampers must comply with Sections 713.2 through 713.3.1. Ducts and our transfer openings that are protected with dampers must comply with Section 716.

10. Horizontal Assemblies (712):

a. Fire resistance rating (712.3): The fire resistance rating of floor and roof assemblies must not be less than that required by the building type of construction.

b. Access doors (712.3.2): Access doors must be permitted in ceilings of fire resistance rated floor/ceiling and roof/ceiling assemblies provided such doors are tested in accordance with ASTM E 119 as horizontal assemblies and labeled by an approved agency for such purpose.

c. Useable space (712.3.3): In 1-hour fire resistance rated floor construction, the ceiling membrane is not required to be installed over unusable crawl spaces. In 1-hour fire resistance rated roof construction, the floor membrane is not required to be installed where unusable attic space occurs above.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-31 d. Continuity: All floor/ceiling and roof/ceiling assemblies must be continuous without openings or penetrations. Floor assemblies which are required to be fire resistance rated must extend to and be tight against exterior walls, or other provisions must be made for maintaining the fire resistance rating of the assembly at such locations (712.4).

e. Penetrations through a roof deck to the outside are permitted provided that the required fire resistance rating of the roof construction is maintained (712.4).

f. Joints (712.6): Joints made in or between fire-resistance rated horizontal assemblies must comply with Section 714. The void created at the intersection of a floor/ceiling assembly and an exterior curtain wall assembly must be protected in accordance with Section 714.4.

g. Ducts and air transfer openings (712.7): Penetrations in horizontal assemblies by ducts and air transfer openings must comply with Section 716.

h. Floor fire door assemblies (712.8): Floor fire door assemblies used to protect openings in fire resistance rated floors must be tested in accordance with NFPA 288, and must achieve a fire resistance rating not less than the assembly being penetrated. Floor fire door assemblies must be labeled by an approved agency. The label must be permanently affixed and must specify the manufacturer, the test standard and the fire resistance rating.

11. Fire Resistant Joint Systems (714):

a. Joints installed in or between fire resistance rated walls, floors, or roofs must be protected by an approved fire-resistant joint system designed to resist the passage of fire for a time period not less than the required fire-resistance rating of wall, floor, or roof in which it is installed.

EXCEPTION: Fire resistant joint systems are not required for joints in all of the following locations:

1) Floors where the joint is protected by a shaft enclosure in accordance with Section 708.

2) Mezzanine floors.

3) Walls that are permitted to have unprotected openings.

4) Roofs where openings are permitted.

5) Control joints not exceeding a maximum width of 0.625 inch and tested in accordance with ASTM E119.

b. Fire resistant joint systems must be securely installed so as to not dislodge, loosen, or otherwise impair its ability to accommodate expected building movements while resisting the passage of fire and hot gases.

c. Fire resistant joint systems must be tested in accordance with ASTM E 1966 or UL 2079.

d. Exterior curtain wall/floor construction (714.4): Where fire resistance rated floor or floor/ceiling assemblies are required, voids k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-32 created at the intersection of the exterior curtain wall assemblies and such floor assemblies must be sealed with an approved material or system to prevent the interior spread of fire. This system must be designed in accordance with ASTM E 2307. Such material or systems must be securely installed and capable of preventing the passage of flame and hot gases sufficient to ignite cotton waste. Height and fire resistance requirements for curtain wall spandrels must comply with Section 705.8.5.

12. Fire/Smoke Dampers (716.5):

a. Fire dampers must be provided at all locations where air distribution systems penetrate assemblies required to have a fire resistive rating (M-607.3.1).

NOTE: Exceptions are noted below.

b. Fire dampers must comply with the requirements of UL 555 and must bear the label of an approved testing agency (M-607.3.1).

c. Fire dampers installed in systems that continue to operate when smoke or heat from a fire is detected must be labeled for installation in dynamic systems as required by UL 555.

d. Fire dampers must have the minimum fire protection rating specified below (Table 716.3.2.1):

MINIMUM DAMPER RATING TYPE OF PENETRATION (IN HOURS) Less than 3-hour Assemblies 1.5 3-hour Assemblies 3

e. Fire barriers: Duct and air transfer openings of fire barriers must be protected with approved fire dampers.

EXCEPTION: Fire dampers are not required at penetrations of fire barriers where any of the following apply:

1) Penetrations are tested in accordance with ASTM E 119 UL 263 as part of the fire resistance rated assembly.

2) Ducts are used as part of an approved smoke-control system.

3) Such walls are penetrated by ducted HVAC systems, having a required fire resistance rating of 1 hour or less, are in areas of other than Group H and are in buildings equipped throughout with an automatic sprinkler system. For the purposes of this exception, a ducted HVAC system must be a duct system for conveying supply, return or exhaust air as part of the structure’s HVAC system. Such a duct system must be constructed of sheet steel not less than 26 gage thickness and must be continuous from the air-handling appliance or equipment to the air outlet and inlet terminals.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-33 f. Penetrations of shaft enclosures (716.5.3): Shaft enclosures that are permitted to be penetrated by ducts and air transfer openings must be protected with approved fire dampers and smoke dampers.

EXCEPTION 1: Fire dampers are not required at any of the following penetrations of shafts where:

a) Steel exhaust subducts extend at least 22 inches vertically in exhaust shafts provided there is a continuous airflow upward to the outside.

b) Penetrations are tested in accordance with ASTM E 119 or UL 263 as part of the fire resistance rated assembly.

c) Ducts are used as part of an approved smoke control system. Where the fire damper will interfere with the operation of smoke control; or

d) The penetrations are in parking garage exhaust or supply shafts that are separated from other building shafts by not less than 2-hour fire resistance rated construction.

EXCEPTION 2: In Group B occupancies equipped throughout with an automatic sprinkler system, smoke dampers are not required at penetrations of shafts where:

a) Kitchen, clothes dryer, bathroom, and toilet room exhaust openings are installed with steel exhaust subducts, having a wall thickness of at least 0.187 inch; and

b) That extend at least 22 inches vertically; and

c) An exhaust fan is installed at the upper terminus of the shaft that is, powered continuously in accordance with the provisions of Section 909.11 so as to maintain a continuous upward airflow to the outside.

EXCEPTION 3: Fire damper and combination fire/smoke dampers are not required in kitchen and clothes dryer exhaust systems when installed in accordance with the IMC.

g. Horizontal assemblies (716.6): Penetrations by ducts and air transfer openings of a floor, floor/ceiling assembly or the ceiling membrane of a roof/ceiling assembly must be protected by a shaft enclosure that complies with Section 708 or must comply with Sections 716.6.1 through 716.6.3.

13. Roof Coverings (1505.1): Class B roof covering minimum.

14. Interior Wall and Ceiling Finish (803.0):

a. Interior wall and ceiling finish are the exposed interior surfaces of buildings including, but not limited to: fixed or movable walls and partitions; toilet room privacy partitions; columns; ceilings; and interior wainscoting, paneling, or other finish applied structurally or for decoration, acoustical correction, surface insulation, structural fire resistance or similar purposes, but not including trim. k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-34 Trim is defined as picture molds, chair rails, baseboards, handrails, door and window frames, and similar decorative or protective materials used in fixed applications.

b. Interior finishes with a smoke developed rating greater than 450 are not permitted.

c. The flamespread classifications for walls and ceilings correspond to that determined by ASTM E84 as follows (803.1):

Class A flamespread 0-25 Class B flamespread 26-75 Class C flamespread 76-200

d. Minimum interior finish classifications for walls and ceilings (Table 803.9):

USE EXITS EXIT ACCESS ROOMS/SPACES Mercantile B C C Business B C C Storage, S-1 C C C Assembly, A-2 B B C Assembly, A-3 B B C

e. Fire resistive and noncombustible construction (803.11): Interior finish materials installed on walls, ceilings or structural elements which are required to provide a fire resistance rating or to be of noncombustible construction, must comply with the following:

1) Direct attachment and furred construction: Where walls and ceilings are required by any provision in this code to be of fire resistance rated or noncombustible construction, the interior finish material must be applied directly against such construction or to furring strips not exceeding 1-3/4 inch applied directly against such surfaces. The intervening spaces between such furring strips must be filled with inorganic or Class A material or must be fireblocked at a maximum of 8 feet in any direction in accordance with Section 717 (803.4.1).

2) Set out construction: Where walls and ceilings are required to be of fire resistance rated or noncombustible construction and walls are set-out or ceilings are dropped distances greater than specified in Section 803.4.1, Class A finish materials must be used except where interior finish materials are protected on both sides by an automatic sprinkler system or attached to noncombustible backing or furring strips installed as specified in Section 803.4.1. The hangers and assembly members of such dropped ceilings that are below the main ceiling line must be of noncombustible materials. The construction of each set-out wall must be of fire resistance rated construction as required elsewhere in the code (803.11.2).

f. Materials having a thickness less than 0.036 inches thick applied directly to the surface of walls on ceilings is not required to be tested.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-35 15. Interior Floor Finish (804):

a. Finished floors or floor covering materials of a traditional type such as wood, vinyl, linoleum, terrazzo and other resilient floor covering materials which are not comprised of fibers are exempt from the requirements of this section.

b. The flamespread classifications for floor coverings correspond to that determined by NFPA 253-2006 as follows:

Class I 0.45 watts/cm2 or greater Class II 0.22 watts/cm2 or greater DOC FF-1 0.04 watts/cm2 (Pill Test)

c. Minimum interior finish classifications for floors: DOC FF-1

d. Subfloor construction: Floor sleepers, bucks and nailing blocks must not be constructed of combustible materials, unless the space between the fire resistance rated floor construction and the flooring is either solidly filled with approved noncombustible materials or fire-blocked in accordance with Section 717, and provided that such open spaces must not extend under or through permanent partitions or walls (805.1.1).

e. Wood finish flooring: Wood finish flooring may be attached directly to the embedded or fire-blocked wood sleepers and is permitted where cemented directly to the top surface of approved fire resistance rated construction or directly to a wood subfloor attached to sleepers constructed as outlined above (805.1.2).

f. Insulating boards: Combustible insulating boards not more than 1/2 inch thick and covered with approved finish flooring are permitted where attached directly to a noncombustible floor assembly or to wood subflooring attached to sleepers constructed as outlined above (805.1.3).

16. Penthouses (1509.2):

a. Penthouses are enclosed, unoccupied structures above the roof of a building, other than tanks, towers, spires, dome, cupolas, or bulkheads.

b. The aggregate area of penthouses and other rooftop structures must not exceed one-third the area of the supporting roof.

c. A penthouse, bulkhead, or any other similar projection above the roof must not be used for purposes other than shelter of mechanical equipment or shelter of vertical shaft openings in the roof. Penthouses or bulkheads used for other purposes must conform to the requirements of the code for an additional story.

d. Penthouses must be constructed with walls, floors, and roofs as required for the building (1509.2.4):

EXCEPTION 1: On buildings of Type I construction, the exterior walls and roofs of penthouses with a fire separation distance of more than 5 feet and less than 20 feet must be at least 1-hour fire resistance rated noncombustible construction. Walls and roofs with a fire separation distance of 20 feet or greater must be of noncombustible construction. Interior framing and walls must be of noncombustible construction. k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-36 EXCEPTION 2: Unprotected noncombustible enclosures housing only mechanical equipment and located with a minimum fire separation distance of 20 feet must be permitted.

EXCEPTION 3: Dormers must be of same type of construction as the roof on which they are placed, or of the exterior walls of the building.

E. SPECIAL PROVISIONS

1. Aircraft Loading Walkways:

a. Except for references to airport terminal buildings, comply with NFPA 415, 2008 Edition for aircraft fueling ramp drainage and aircraft loading walkways (DFW-412.6).

EXCEPTION 1: Attached or adjacent fixed loading walkways, gate houses and similar structures accessory to airport terminal buildings may be constructed of Type II-A Construction, provided the floor area of individual structures does not exceed 500 square feet. An approved automatic sprinkler system in accordance with Section 903.3.1 must be allowed to be substituted for 1-hour fire-resistance rated construction. If the automatic sprinkler system substitution is provided, exterior walls of such structures must be required to be of 1-hour fire-resistance rated construction and openings in such walls must be required to be protected.

EXCEPTION 2: Canopies over baggage conveyors attached to or adjacent to airport terminal buildings may be of Type II-B Construction.

2. Requirements for Loading Walkways: Each aircraft loading walkway installation must be designed to provide a safe means of egress from the aircraft for a period of 5-minutes under fire exposure conditions equivalent to a free-burning jet fuel spill fire (NFPA 415, Section 6.1)

a. Interior finish other than textiles of walls, ceilings, and walkways must be Class A as defined in 10.2.3.4(1) of NFPA 101, Life Safety Code, and classified in accordance with NFPA 255, Standard Method of Test of Surface Burning Characteristics of Building Materials.

b. Interior textile finish of walls and ceilings in walkways must be as limited by 10.2.4.1(5) of NFPA 101, Life Safety Code.

c. Interior floor finish in walkways must be Class I as defined in 10.2.7.4(1) of NFPA 101, Life Safety Code, and classified in accordance with NFPA 253, Standard Method of Test for Critical Radiant Flux of Floor Covering Systems Using a Radiant Heat Energy Source.

d. There must be no transparent or translucent walls, windows, or surfaces other than those windows located in the ramp access service door and in the cab area for the purpose of operating the aircraft loading walkway.

e. During a ramp fire emergency, walkway interiors must have a positive air pressure delivered from a source that must remain uncontaminated.

f. Any source of negative air pressure in the aircraft loading walkway must be automatically shut down in the event of a fire emergency.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-37 g. Any door in the egress path through the loading walkway to the terminal building must swing in the direction of egress from the aircraft toward the terminal building and must be equipped with panic hardware on the aircraft side.

h. Where the loading walkways are provided, the walkway, including the bumpers, curtains, and canopies, must be seated according to the manufacturer’s instruction and training whenever the walkway is in service.

3. Cab and Rotunda Slat Curtains:

a. Cab slat curtains and rotunda slat curtains must meet the requirements of 6.4.8 by one of the following methods:

1) Intrinsic structural features;

2) Fire-resistive coatings;

3) Automatically activated water cooling systems in accordance with 6.5.2;

4) Automatically activated fire curtains; and

5) Local application of a foam system in accordance with 6.5.3 under the cab and rotunda that is automatically activated and covers an area extending 15 feet beyond the perimeter of the cab and rotunda. This must supersede the 10 feet criteria of 6.5.3.

b. When the rotunda is located more than 50 feet from the fuel fill or fuel vent point of aircraft and the rotunda slot curtain is of noncombustible construction, 6.2.9.1 must not apply.

4. Emergency Lights:

a. Emergency lights must be installed in all aircraft loading walkways in accordance with NFPA 101, Life Safety Code.

b. The minimum obstruction-free width of walking surface must be 36 inches. Changes in elevation between telescoping sections of the loading walkway’s walking surface must not exceed 1 in 20 slope when the loading walkway is level. Existing loading walkways must be permitted to be continued in service.

F. FIRE PROTECTION EQUIPMENT

1. Automatic Sprinklers (903):

a. Where required:

1) Throughout all buildings with a floor area that exceeds 6,000 ft2 (DFW-903.2.10.3).

2) An automatic sprinkler system must be installed throughout buildings with a floor level, other than penthouses in compliance with Section 1509 that is located 55 feet or more above the lowest level of fire department vehicle access (DFW-903.2.10.3).

EXCEPTION: Open parking structures.

3) Elevator hoistway and machine room sprinkler system:

a) Sidewall spray sprinklers must be installed at the bottom of each k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-38 elevator hoistway, not more than 24 inches above the floor of the pit.

EXCEPTION: For enclosed, noncombustible elevator shafts that do not contain combustible hydraulic fluids, the sprinklers at the bottom of the shaft are not required. (NFPA 13 8.15.5.2).

b) Upright or pendent spray sprinklers must be installed at the top of elevator hoistways.

EXCEPTION: Sprinklers are not required at the tops of noncombustible hoistways of passenger elevators whose car enclosure materials meet the requirements of ASME A17.1, Safety Code for Elevators and Escalators. (NFPA 13 8.15.5.5).

c) All elevator hoistways and machine room protected with automatic sprinklers must comply with the following (ASME A17.1):

(1) All sprinkler risers and returns must be located outside these spaces.

(2) Branch lines in the hoistway must supply sprinklers at no more than 1 floor level.

(3) Shut-off valves must be provided for each branch line in accessible locations outside these spaces (102.2(a) (3)).

(4) Heat detectors must be installed in elevator hoistways or equipment rooms to initiate power disconnect to the affected elevators (3006.5).

4) Exterior roofs or canopies (NFPA 13 Section 8.15.7): Sprinklers must be installed under roofs or canopies, exceeding 4 feet in width, over areas where combustibles are stored or handled.

EXCEPTION: Sprinklers can be omitted where construction is noncombustible or limited combustible and areas under the roofs or canopies are not used for storage or handling of combustibles.

b. Design Standard: NFPA 13-2010.

c. Monitoring:

1) All valves controlling the water supply for automatic sprinkler systems, pumps, tanks, water levels and temperatures, and water-flow switches on all sprinkler systems must be electronically monitored.

2) Supervisory valve monitoring, water-flow alarm and trouble signals must be distinctly different and must be automatically transmitted to an approved central station, remote supervising station or proprietary supervising station as defined by NFPA 72-2010.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-39 2. Standpipes (905):

a. Class I Standpipes are required throughout all buildings where the floor level of the highest story is located more than 30 feet above the lowest level of fire department vehicle access or where the floor level of the lowest story is 30 feet below the highest level of fire department vehicle access.

b. Design Standard: NFPA 14-2010.

c. Type of system: Manual Wet Class I standpipe system.

d. Required locations of Class I standpipe outlets:

1) In every required stairway, a hose connection must be provided for each floor level above or below grade. Hose connections shall be located at the intermediate floor level landing between floors, unless otherwise approved by the building official.

2) On each side of the wall adjacent to the exit opening of a horizontal exit.

EXCEPTION: Where floor areas adjacent to exit passageway are reachable by a 30 feet hose stream from a nozzle attached to 100 feet of hose.

3) In every exit passageway at the entrance from the exit passageway to other areas of a building.

EXCEPTION: Where floor areas adjacent to an exit passageway are reachable by 30 feet of hose stream from a nozzle attached to 100 feet of hose.

4) Where the roof has a slope less than 4 units vertical in 12 units horizontal, each standpipe shall be provided with a hose connection located either on the roof or at the highest landing of stairways with stair access to the roof. An additional hose connection shall be provided at the top of the hydraulically remote standpipe for testing purposes.

5) Where the most remote portion of a sprinklered floor or story is more than 200 feet from a hose connection, the building official is authorized to require that additional hose connections be provided in approved locations.

e. Risers and laterals of Class I standpipe systems not located within an enclosed stairway or pressurized enclosure must be protected by a degree of fire resistance equal to that required for vertical enclosures in the building in which they are located.

EXCEPTION: In buildings equipped with an approved automatic sprinkler system, risers and laterals which are not located within an enclosed stairway or pressurized enclosure need not be enclosed within fire resistive construction.

f. In buildings where more than one standpipe is provided, the standpipes must be interconnected in accordance with NFPA 14-2010.

g. Fire department connections (912):

1) Location (912.2): With respect to hydrants, driveways, buildings and landscaping, fire k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-40 department connections must be so located that fire apparatus and hose connected to supply the system will not obstruct access to the buildings for other fire apparatus. The location of fire department connections must be approved. Fire department connections must be located on the street side of the buildings fully visible and recognizable from the street or nearest point of fire department vehicle access or as otherwise approved by the fire code official.

2) Location for existing buildings (912.2.2): On existing buildings, wherever the fire department connection is not visible to approaching fire apparatus, the fire department connection must be indicated by an approved sign mounted on the street front or on the side of the building. Such sign must have the letters “FDC” at least 6 inches high and words in letters at least 2 inches high or an arrow to indicate the location. All such signs must be subject to the approval of the fire code official.

3) Access (912.3): Immediate access to fire department connections must be maintained at all times and without obstruction by fences, bushes, trees, walls or any other object. The fire code official is authorized to require locking caps on fire department connections for water-based fire protection systems where the responding fire department carries appropriate key wrenches for removal.

4) Clear space (912.3.2): A working space of not less than 36 inches in width, 36 inches in depth and 78 inches in height shall be provided and maintained in front of and to sides of wall-mounted fire department connections and around the circumference of free-standing fire department connections, except as otherwise required or approved by the fire chief.

5) Signs (912.4): A metal sign with raised letters at least 1 inch in size must be mounted on all fire department connections serving automatic sprinklers, standpipes or fire pump connections. Such signs shall read “AUTOMATIC SPRINKLERS, STANDPIPES OR TEST CONNECTION,” or a combination thereof as applicable.

6) Backflow protection (912.5): The potable water supply to automatic sprinkler and standpipe systems must be protected against backflow as required by the International Plumbing Code.

3. Fire Hydrants: The location, number and type of fire hydrants connected to a water supply capable of delivering the required fire flow must be provided on the public street or on the site to be protected or both as required by the fire chief. Fire hydrants must be installed at intervals not to exceed 250 feet along new roadways, and at such locations that no part of a building exterior wall is in excess of a hose lay, 300 feet in length from the hydrant as measured along an approved route around the exterior of the building (DFW-508.5.1).

4. Smoke Detectors:

a. Where required:

1) HVAC systems: k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-41 a) In the return air or exhaust air systems with a design capacity greater than 2,000 CFM, in the return air duct or plenum upstream of any filters, exhaust air connections, outdoor air connections or decontamination equipment and appliances (M-606.2.1).

b) In common supply or return air ducts or plenums with a design capacity greater 2,000 CFM on the return air system side (M-606.2.2).

EXCEPTION: Individual smoke detectors must not be required for each fan-powered terminal unit, provided that such units do not have an individual design capacity greater than 2,000 cfm and will be shut down by activation of one of the following:

1) Smoke detectors required by Sections M-606.2.1 and M-606.2.3.

2) An approved area smoke detector system located in the return air plenum serving such units.

3) An area smoke detector system as prescribed in the exception to Section M-606.2.1.

c) At each story, upstream of the connection between a return riser serving 2 or more stories, and air ducts or plenums in return systems with a design capacity greater than 15,000 CFM.

2) Elevators: On the ceilings of elevator lobbies or entrance areas, at the top of elevator hoistways, and in all associated elevator machine rooms for elevator recall (A17.1-2.27.3.2).

3) Egress doors: Within proximity of means of egress doors on which special egress- control devices are installed (907.3.2).

b. Duct smoke detector annunciation: Duct smoke detectors must be connected to the building’s fire alarm control panel when a fire alarm system is provided. Activation of a duct smoke detector must initiate a visible and audible supervisory signal at a constantly attended location. Duct smoke detectors must not be used as a substitute for required open-air detection (907.3.1).

EXCEPTION: The supervisory signal at a constantly attended location is not required where duct smoke detectors activate the building’s alarm notification appliances.

5. Fire Alarm System (907):

a. Where required:

1) All buildings or occupancies, occupied, operated, maintained or monitored by the Dallas/Fort Worth International Airport Board must have a complete operational manual and automatic fire alarm system in k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-42 accordance with this code. This system must be designed and installed in accordance with the DFW Airport Design Criteria Manual and applicable standards.

2) All buildings or occupancies, other than those described in the preceding paragraph, hereafter constructed or moved on to the airport and having a total floor area of 1,000 square feet or more, regardless of height or occupant load must have a complete operational manual and automatic fire alarm system in accordance with the requirements of this code.

EXCEPTION 1: Open parking garages may use other approved means for fire department notification.

EXCEPTION 2: Temporary structures or buildings erected for less than 365 days when approved by the fire chief.

b. Activation: Alarm devices must automatically activate upon:

1) Automatic fire extinguishing systems.

2) Detection of waterflow in the automatic sprinkler system.

3) Operation of a manual pull station.

c. Manual fire alarm boxes:

1) Manual alarm actuating devices must be of an approved double action type.

2) Manual fire alarm boxes must be located within 5 feet from the entrance to each exit (DFW-907.3.1).

d. Voice/alarm communications:

1) Required in all Assembly areas with an occupant load of 1,000 or more.

2) The operation of any automatic fire detector, sprinkler waterflow device or manual fire alarm box must automatically sound an alert tone followed by voice instructions giving approved information and directions on a general or selective basis to the following minimum paging zones (907.5.2.2):

a) Elevator groups.

b) Exit stairways.

c) Each floor.

d) Areas of refuge.

3) Where approved, the pre-recorded announcement is allowed to be manually deactivated for a period of time, not to exceed 3 minutes, for the sole purpose of allowing a live voice announcement from an approved, constantly attended location.

4) Where approved by the code official in airport terminal buildings, and where the fire alarm is monitored directly by the Dallas/Fort Worth International Airport Board Department of Public Safety, the activation of the fire alarm notification signal must be manually initiated by emergency k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-43 responders (DFW-907.2.1.1).

5) Manual override (907.5.2.2.1): A manual override for emergency voice communication must be provided on a selective and all-call basis for all paging zones.

6) Live voice message (907.5.2.2.2): The emergency voice/alarm communication system must also have the capability to broadcast live voice messages through paging zones on a selective all-call basis.

7) Standard (907.5.2.2): The emergency voice/alarm communication system must be designed and installed in accordance with NFPA 72.

8) Visible alarm:

a) Notification appliances must be provided in all public and common areas. Visible alarm notification appliances are not required in exits (907.5.2.3).

b) Where employee work areas have audible alarm coverage, the notification appliance circuits serving the employee work areas must be initially designed with a minimum of 20 percent spare capacity to account for the potential of adding visible notification appliances in the future to accommodate hearing impaired employees (907.5.2.3.2).

9) Audible alarms (907.5.2.1):

a) Audible alarm notification appliances must be distinctive.

b) The audible alarm notification appliances must provide a sound pressure level of 15 dBA above the average ambient sound level or 5 dBA above the maximum sound level having a duration of at least 60 seconds, whichever is greater, in every occupied space within the building.

c) The minimum sound pressure levels must be: 90 dBA in mechanical equipment rooms; and 60 dBA in other occupancies.

d) The maximum sound pressure level for audible alarm notification appliances is 110 dBA at the minimum hearing distance from the audible appliance.

e) Where the average ambient noise is greater than 95 dBA, visible alarm notification appliances must be provided in accordance with NFPA 72 and audible alarm notification appliances are not required.

e. Fire Alarm Zones:

1) Each floor must be zoned separately and a zone must not exceed 22,500 ft2. The length of any zone must not exceed 300 feet in any direction (907.6.3).

EXCEPTION: Automatic sprinkler system zones must not exceed the area permitted by NFPA 13-2010. k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-44 2) Zoning indicator panel: A zoning indicator panel and the associated controls must be provided in an approved location. The visual zone indication must lock in until the system is reset and must not be canceled by the operation of an audible alarm-silencing switch (907.6.3.1).

6. Supervision:

a. All automatic fire suppression systems and fire alarm systems must be supervised by one of the following methods (903.4.1, 907.14):

1) Approved supervising station.

2) Supervisory service alarm at a constantly attended local location, when approved by the building official.

b. Duct smoke detectors must annunciate a supervisory signal when annunciated at a constantly attended location (907.3.1).

EXCEPTION: The supervisory signal at a constantly attended location is not required where duct smoke detection actuates the building notification appliance.

7. Portable Extinguishers (F-906):

a. Design standard: NFPA 10-2010.

b. Portable fire extinguishers must be installed in the following locations:

1) In all M, B, S, and A occupancies.

EXCEPTION: In Group A and B occupancies equipped with quick- response sprinklers, extinguishers are required only in special hazard areas and commercial cooking equipment areas.

Note: Fire extinguishers will be provided throughout the terminal building.

2) Special hazard areas, including but not limited to, computer rooms and generator rooms where required by the code official.

3) Within 30 feet of commercial cooking equipment.

8. Fire Command Center (911): Where required by other sections of this code and in all buildings classified as high-rise buildings by this code, a fire command center for fire department operations must be provided.

a. The location and accessibility of the fire command center must be approved by the fire chief.

b. The fire command center must be separated from the remainder of the building by not less than an I-hour fire barrier constructed in accordance with Section 707 or horizontal assembly constructed in accordance with Section 712, or both.

c. The room must be a minimum of 200 square feet with a minimum dimension of 10 feet.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-45 d. A layout of the fire command center and all features required by this section to be contained therein must be submitted for approval prior to installation.

e. The fire command center must comply with NFPA 72 and must contain the following features:

1) The emergency voice/alarm communication system control unit.

2) The fire department communications system.

3) Fire detection and alarm system annunciator.

4) Annunciator unit visually indicating the location of I the elevators and whether they are operational.

5) Status indicators and controls for air distribution systems.

6) The fire-fighter's control panel required by Section 909.16 for smoke control systems installed in the building.

7) Controls for unlocking stairway doors simultaneously.

8) Sprinkler valve and waterflow detector display panels.

9) Emergency and standby power status indicators.

10) A telephone for fire department use with controlled access to the public telephone system.

11) Fire pump status indicators.

12) Schematic building plans indicating the typical floor plan and detailing the building core, means of egress, fire protection systems, fire-fighting equipment and fire department access and the location of fire walls, fire barriers, fire partitions, smoke barriers and smoke partitions.

13) Work table.

14) Generator supervision devices (if a generator is provided), manual start and transfer features.

15) Public address system, where specifically required by other sections of this code.

16) Elevator fire recall switch in accordance with ASME A17.1.

17) Elevator emergency or standby power selector switch(es), where emergency or standby power is provided.

G. ELEVATORS

1. Design Standard: ASME A17.1-2007 (3001.2).

2. Smoke Detection:

a. Smoke detection is required in each elevator lobby on each floor and in all associated equipment/machine rooms (A17.1-2.27.3.2).

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-46 b. Smoke detection is required at the top of the elevator hoistway (DFW Airport Elevator Policy).

Exception: Elevators, other than hydraulic elevators.

c. When activated, all cars that serve that level must return non-stop to the designated level, or alternate level (A17.1-2.27.3.2).

3. Firefighters’ Emergency Operation Required: When the elevator travels more than 80 inches (A17.1-2.27.3).

4. Stretcher Requirements (DFW-3002.4): In buildings four or more stories, at least one elevator with access to all floors must be sized to accommodate a 31 inches by 90 inches ambulance type stretcher in a horizontal, open position and must be identified by the international symbol (star of life). The symbol must not be less than 3 inches high and be placed on both sides of the hoistway door frame (3002.4).

5. Emergency Signs (3002.3): A pictograph sign, of an approved standardized type, must be posted over each elevator call station on all floors, indicating that in case of fire, occupants must not use elevators and that stairways are the approved method of exit. The sign must read: IN FIRE EMERGENCIES, DO NOT USE ELEVATOR. USE EXIT STAIRS.

EXCEPTION: The emergency sign is not required for elevators which are part of an accessible means of egress complying with Section 1007.4.

6. Emergency Lighting: Illumination between 48 inches and 35 inches above the car floor and approximately 12 inches in front of the car operating panel must not be less than 0.2 footcandles for at least 4 hours (A17.1-2.14.7.1.3).

7. Pipes or Ducts Located in Hoistways or Machine Rooms:

a. Other pipes or ducts conveying gases, vapors or a liquid and not used in connection with the operation of the elevator must not be installed in any hoistway, machine room or machinery space (A17.1-2.8.3.4).

b. Plumbing and mechanical system must not be located in an elevator shaft (3004.4).

EXCEPTION: Floor drains, sumps, and sump pumps are permitted at the base of the shaft provided they are indirectly connected to the plumbing systems.

8. Elevator Machine Rooms (3006):

a. Machine room enclosures: Machine rooms and machinery spaces must be enclosed throughout their height with a fire resistance rating not less than that for the hoistway. Openings must be protected with assemblies having a fire resistance rating of not less than that required for hoistway enclosure doors.

b. Access: An approved means of access must be provided to elevator machine rooms and overhead machinery spaces.

EXCEPTION: Where elevator machine rooms and machinery spaces do not k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-47 abut and have no openings to the hoistway enclosure they serve, a 1-hour fire resistance rating is required.

c. Venting: Elevator machine rooms that contain solid-state equipment for elevator operation must be provided with an independent ventilation or air conditioning system to protect against the overheating of the electrical equipment. The system must be capable of maintaining temperatures within the range established for the elevator equipment.

d. Plumbing systems: Plumbing systems must not be located in elevator equipment rooms.

9. Hoistway Venting (3004.1): Required in hoistways penetrating more than three stories.

EXCEPTION: Venting is not required in buildings that are equipped throughout with an automatic sprinkler system.

10. Shunt Trip Where elevator hoistways or elevator machine rooms containing elevator control equipment are protected with automatic sprinklers, a mean must be provided to disconnect automatically the main line power supply to the affected elevator prior to the application of water via a heat detector(s) per NFPA 72, 2010, Section 21.4.1. The activation of sprinklers outside the hoistway or machine room must not disconnect the main line power supply (3006.5).

H. MECHANICAL/ELECTRICAL REQUIREMENT

NOTE: The following requirements should not be interpreted as a comprehensive review of the mechanical or electrical codes. This review is to be performed by the responsible design consultants.

1. Ducts:

a. Flexible ducts and connectors (M-603.6):

1) Flexible ducts and connectors, both metallic and non-metallic, must conform to the requirements of UL 181 for Class 0 and Class I flexible air ducts, and must be so identified.

2) Flexible connectors must be limited in length to 14 feet.

3) Flexible ducts and connectors must not pass through any wall, floor, ceiling or fire resistance rated assembly.

4) The temperature of air in flexible ducts or connectors must be less than 250o F.

b. Duct coverings, duct linings, and panels used in duct systems, duct tape, and vibration isolation connectors must have a flamespread rating of 25 or less and a smoke developed rating of 50 or less in accordance with ASTM E84 or UL 723 (M-604.3).

c. Penetrations:

1) Duct coverings must not extend through walls required to be fireblocked or required to have a fire resistance rating (M-604.6). k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-48 2) Duct linings must be interrupted at fire dampers (M-604.9).

d. Duct installation (M-603.1): Ducts must be installed so as not to impair the effectiveness of fire protection materials surrounding structural members.

2. Outside Air Exhaust and Intake Openings:

a. Intake openings: Mechanical and gravity outside air intake openings must be located a minimum of 10 feet horizontally from any hazard or noxious contaminant such as vents, chimneys, plumbing vents, streets, alleys, parking lots and loading docks. Where a source of contaminant is located within 10 feet horizontally of an intake openings, such opening must be located a minimum of 3 feet below the contaminant source (M-401.4).

b. Exhaust openings: Exhaust airflow rates must be provided in accordance with Table 403.3 of the IMC (M-403.4).

c. Outside air exhaust and intake openings must be located a minimum of 10 feet from lot lines or buildings on the same lot (M-401.4).

d. Outside air exhaust and intake openings must be protected with corrosion resistant screens, louvers or grilles (M-401.5).

3. Electric Rooms - Means of Egress:

a. 600 volts, nominal, or Less: At least one entrance of sufficient area must be provided to give access to working space around electric equipment. For equipment containing switching devices, over-current devices or control devices rated 1,200 amperes or more and over 6 feet wide, an entrance not less than 24 inches wide and 6-1/2 feet high must be provided at each end (NEC 110-26)(c)(2)). The doors must swing in the direction of egress travel and be equipped with panic bars, pressure plates, or other devices that are normally latched.

EXCEPTION 1: Where the equipment location permits a continuous and unobstructed way of exit travel, a single exit is permitted.

EXCEPTION 2: Where the work space required in Section NEC 110-26(A)(1) is doubled, a single exit is permitted. Working space with one entrance provided must be so located that the edge of the entrance nearest the equipment is the minimum clear distance given in Table NEC 110-26(A) (1) away from such equipment.

b. Over 600 volts, nominal: At least one entrance not less than 24 inches wide and 6-1/2 feet high must be provided to give access to the working space around electrical equipment. On switchboard and control panels exceeding 6 feet in width, there must be one entrance at each end. The doors must swing in the direction of egress travel and be equipped with panic bars, pressure plates, or other devices that are normally latched (NEC 110-33).

EXCEPTION 1: Where the switchboards and control panels locations permit a continuous and unobstructed way of exit travel a single exit is permitted.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-49 EXCEPTION 2: Where the work space required in Section NEC 110-34(A) is doubled, a single exit is permitted.

Where bare energized parts at any voltage or insulated energized parts above 600 volts, nominal to ground, are located adjacent to such entrance, they must be suitably guarded.

4. Standby Power Systems (2702):

a. If the standby system is a generator set inside a building, the system must be located in a separate room enclosed with 2-hour fire resistance rated fire barrier assemblies. System supervision with manual start and transfer features must be provided at the fire command center.

b. Required standby power loads:

1) Elevator machine room ventilation and air conditioning (associated with elevators used as an accessible means of egress).

2) Electrically powered fire pumps.

c. Sources of power (NEC-701.11): The following sources of power are permitted for emergency power systems. Systems are to be designed per the NEC.

1) Storage battery.

2) Generator set.

3) Uninterruptible power supplies.

4) Separate service (when acceptable by the AHJ).

5) Connection ahead of service disconnecting means (when acceptable to AHJ).

5. Emergency Power Systems:

a. Required emergency power system loads:

1) Exit signs,

2) Exit illumination,

3) Elevator car lighting,

4) Emergency voice/alarm communication systems,

5) Automatic fire detection systems,

6) Fire alarm system,

7) Electrically operated locks,

b. Emergency systems: These systems must operate within 10 seconds of failure of the normal power supply and must be capable of being transferred to the standby source.

k DFW International Airport, Terminal A November 12, 2010 CCI Project No. 100233.00.000 Page B-50